Aew B767 Mel R7

BOEING 767 MEL
MANUAL NAME: BOEING 767 MINIMUM EQUIPMENT LIST
COPY: _________________
ISSUED TO: _________________
RECEIVED BY: _________________
DATE: _________________
ISSUED BY: AEROSVIT UKRAINIAN AIRLINES

BOEING 767 MEL
RECORD OF REVISIONS
Document : B767 Minimum Equipment List User : ___________________________
Revision Revision date By Revision Revision date By
RR
BOEING 767 MEL
LIST OF EFFECTIVE PAGES

PAGE DATE PAGE DATE PAGE DATE
Front Page 20 AUG 2007 21-7 25 SEP 2006 22-4 25 SEP 2006
Approval Page 20 AUG 2007 21-8 25 SEP 2006 22-5 20 AUG 2007
Record of 21-9 25 SEP 2006 22-6 20 AUG 2007
Revision 20 AUG 2007 21-10 25 SEP 2006 22-7 25 SEP 2006
21-11 25 SEP 2006 22-8 20 AUG 2007
List of Effective Pages 21-12 25 SEP 2006 22-9 25 SEP 2006
A 20 AUG 2007 21-13 25 SEP 2006 22-10 20 AUG 2007
B 20 AUG 2007 21-14 25 SEP 2006 22-11 25 SEP 2006
C 20 AUG 2007 21-15 25 SEP 2006 22-12 20 AUG 2007
D 20 AUG 2007 21-16 25 SEP 2006 22-13 25 SEP 2006
21-17 25 SEP 2006 22-14 25 SEP 2006
INTRODUCTION 21-18 25 SEP 2006 22-15 20 AUG 2007
i 20 AUG 2007 21-19 25 SEP 2006 22-16 20 AUG 2007
ii 20 AUG 2007 21-20 20 AUG 2007
iii 20 AUG 2007 21-21 25 SEP 2006 23-0.1 20 AUG 2007
iv 20 AUG 2007 21-22 25 SEP 2006 23-0.2 20 AUG 2007
v 20 AUG 2007 21-23 20 AUG 2007 23-1 25 SEP 2006
vi 20 AUG 2007 21-24 25 SEP 2006 23-2 20 AUG 2007
vii 20 AUG 2007 21-25 25 SEP 2006 23-3 20 AUG 2007
viii 20 AUG 2007 21-26 25 SEP 2006 23-4 20 AUG 2007
ix 20 AUG 2007 21-27 20 AUG 2007 23-5 25 SEP 2006
x 20 AUG 2007 21-28 25 SEP 2006 23-6 25 SEP 2006
xi 20 AUG 2007 21-29 25 SEP 2006 23-7 20 AUG 2007
xii 20 AUG 2007 21-30 25 SEP 2006 23-8 20 AUG 2007
xiii 20 AUG 2007 21-31 20 AUG 2007 23-9 25 SEP 2006
xiv 20 AUG 2007 21-32 25 SEP 2006 23-10 20 AUG 2007
xv 20 AUG 2007 21-33 20 AUG 2007 23-11 20 AUG 2007
xvi 20 AUG 2007 21-34 20 AUG 2007 23-12 25 SEP 2006
xvii 20 AUG 2007 21-35 20 AUG 2007 23-13 25 SEP 2006
xviii 20 AUG 2007 21-36 20 AUG 2007 23-14 25 SEP 2006
xix 20 AUG 2007 21-37 20 AUG 2007 23-15 25 SEP 2006
xx 20 AUG 2007 21-38 20 AUG 2007 23-16 25 SEP 2006
xxi 20 AUG 2007 21-39 25 SEP 2006 23-17 20 AUG 2007
xxii 20 AUG 2007 21-40 20 AUG 2007 23-18 25 SEP 2006
xxiii 20 AUG 2007 21-41 20 AUG 2007 23-19 20 AUG 2007
xxiv 20 AUG 2007 21-42 25 SEP 2006 23-20 25 SEP 2006
xxv 20 AUG 2007 21-43 25 SEP 2006
21-44 25 SEP 2006 24-0.1 20 AUG 2007
MEL TAB 21-45 25 SEP 2006 24-1 20 AUG 2007
21-0.1 20 AUG 2007 21-46 20 AUG 2007 24-2 20 AUG 2007
21-0.2 20 AUG 2007 21-47 25 SEP 2006 24-3 25 SEP 2006
21-0.3 20 AUG 2007 21-48 25 SEP 2006 24-4 20 AUG 2007
21-0.4 20 AUG 2007 21-49 25 SEP 2006 24-5 20 AUG 2007
21-0.5 20 AUG 2007 21-50 25 SEP 2006 24-6 25 SEP 2006
21-0.6 20 AUG 2007 24-7 20 AUG 2007
21-1 25 SEP 2006 22-0.1 20 AUG 2007 24-8 20 AUG 2007
21-2 25 SEP 2006 22-0.2 20 AUG 2007 24-9 25 SEP 2006
21-3 25 SEP 2006 22-0.3 20 AUG 2007 24-10 25 SEP 2006
21-4 20 AUG 2007 22-1 25 SEP 2006 24-11 25 SEP 2006
21-5 25 SEP 2006 22-2 20 AUG 2007 24-12 25 SEP 2006
21-6 20 AUG 2007 22-3 20 AUG 2007 24-13 20 AUG 2007
Page A 20 AUG 2007

BOEING 767 MEL

24-14 20 AUG 2007 26-18 25 SEP 2006 29-0.2 20 AUG 2007
24-15 20 AUG 2007 26-19 20 AUG 2007 29-1 25 SEP 2006
24-16 25 SEP 2006 29-2 25 SEP 2006
27-0.1 20 AUG 2007 29-3 25 SEP 2006
25-0.1 20 AUG 2007 27-0.2 20 AUG 2007 29-4 25 SEP 2006
25-0.2 20 AUG 2007 27-0.3 20 AUG 2007 29-5 25 SEP 2006
25-0.3 20 AUG 2007 27-0.4 20 AUG 2007 29-6 25 SEP 2006
25-1 25 SEP 2006 27-1 25 SEP 2006 29-7 20 AUG 2007
25-2 25 SEP 2006 27-2 20 AUG 2007 29-8 20 AUG 2007
25-3 20 AUG 2007 27-3 20 AUG 2007 29-9 20 AUG 2007
25-4 20 AUG 2007 27-4 25 SEP 2006 29-10 25 SEP 2006
25-5 20 AUG 2007 27-5 25 SEP 2006 29-11 25 SEP 2006
25-6 25 SEP 2006 27-6 25 SEP 2006 29-12 20 AUG 2007
25-7 25 SEP 2006 27-7 20 AUG 2007 29-13 25 SEP 2006
25-8 20 AUG 2007 27-8 25 SEP 2006 29-14 25 SEP 2006
25-9 20 AUG 2007 27-9 25 SEP 2006 29-15 25 SEP 2006
25-10 20 AUG 2007 27-10 20 AUG 2007
25-11 25 SEP 2006 27-11 25 SEP 2006 30-0.1 25 SEP 2006
25-12 25 SEP 2006 27-12 25 SEP 2006 30-0.2 25 SEP 2006
25-13 20 AUG 2007 27-13 25 SEP 2006 30-1 25 SEP 2006
25-14 25 SEP 2006 27-14 20 AUG 2007 30-2 20 AUG 2007
25-15 25 SEP 2006 27-15 25 SEP 2006 30-3 25 SEP 2006
25-16 25 SEP 2006 30-4 20 AUG 2007
25-17 25 SEP 2006 28-0.1 20 AUG 2007 30-5 20 AUG 2007
25-18 20 AUG 2007 28-0.2 20 AUG 2007 30-6 20 AUG 2007
25-19 25 SEP 2006 28-1 25 SEP 2006 30-7 20 AUG 2007
25-20 20 AUG 2007 28-2 25 SEP 2006 30-8 20 AUG 2007
25-21 20 AUG 2007 28-3 25 SEP 2006 30-9 20 AUG 2007
25-22 25 SEP 2006 28-4 20 AUG 2007 30-10 20 AUG 2007
28-5 20 AUG 2007 30-11 20 AUG 2007
26-0.1 20 AUG 2007 28-6 20 AUG 2007 30-12 20 AUG 2007
26-0.2 20 AUG 2007 28-7 20 AUG 2007 30-13 20 AUG 2007
26-0.3 20 AUG 2007 28-8 20 AUG 2007 30-14 20 AUG 2007
26-0.4 20 AUG 2007 28-9 20 AUG 2007 30-15 20 AUG 2007
26-1 25 SEP 2006 28-10 20 AUG 2007 30-16 20 AUG 2007
26-2 20 AUG 2007 28-11 20 AUG 2007 30-17 20 AUG 2007
26-3 25 SEP 2006 28-12 20 AUG 2007 30-18 20 AUG 2007
26-4 20 AUG 2007 28-13 20 AUG 2007 30-19 20 AUG 2007
26-5 20 AUG 2007 28-14 20 AUG 2007 30-20 20 AUG 2007
26-6 20 AUG 2007 28-15 20 AUG 2007 30-21 20 AUG 2007
26-7 20 AUG 2007 28-16 20 AUG 2007
26-8 20 AUG 2007 28-17 20 AUG 2007 31-0.1 20 AUG 2007
26-9 20 AUG 2007 28-18 20 AUG 2007 31-1 25 SEP 2006
26-10 25 SEP 2006 28-19 20 AUG 2007 31-2 25 SEP 2006
26-11 20 AUG 2007 28-20 20 AUG 2007 31-3 25 SEP 2006
26-12 20 AUG 2007 28-21 20 AUG 2007 31-4 25 SEP 2006
26-13 20 AUG 2007 28-22 20 AUG 2007 31-5 25 SEP 2006
26-14 20 AUG 2007 28-23 20 AUG 2007 31-6 25 SEP 2006
26-15 25 SEP 2006 28-24 20 AUG 2007 31-7 25 SEP 2006
26-16 25 SEP 2006 31-8 25 SEP 2006
26-17 25 SEP 2006 29-0.1 20 AUG 2007 31-9 25 SEP 2006
Page B 20 AUG 2007

BOEING 767 MEL

33-18 20 AUG 2007 36-3 20 AUG 2007
32-0.1 20 AUG 2007 33-19 25 SEP 2006 36-4 20 AUG 2007
32-0.2 20 AUG 2007 33-20 20 AUG 2007 36-5 25 SEP 2006
32-0.3 20 AUG 2007 33-21 25 SEP 2006 36-6 25 SEP 2006
32-0.4 20 AUG 2007 36-7 25 SEP 2006
32-1 20 AUG 2007 34-0.1 20 AUG 2007 36-8 20 AUG 2007
32-2 20 AUG 2007 34-0.2 20 AUG 2007 36-9 25 SEP 2006
32-3 25 SEP 2006 34-0.3 20 AUG 2007 36-10 20 AUG 2007
32-4 20 AUG 2007 34-0.4 20 AUG 2007 36-11 20 AUG 2007
32-5 20 AUG 2007 34-0.5 20 AUG 2007 36-12 20 AUG 2007
32-6 20 AUG 2007 34-0.6 20 AUG 2007 36-13 25 SEP 2006
32-7 20 AUG 2007 34-1 20 AUG 2007 36-14 25 SEP 2006
32-8 20 AUG 2007 34-2 20 AUG 2007 36-15 25 SEP 2006
32-9 25 SEP 2006 34-3 25 SEP 2006 36-16 25 SEP 2006
32-10 20 AUG 2007 34-4 25 SEP 2006 36-17 25 SEP 2006
32-11 25 SEP 2006 34-5 20 AUG 2007 36-18 25 SEP 2006
32-12 25 SEP 2006 34-6 20 AUG 2007 36-19 25 SEP 2006
32-13 20 AUG 2007 34-7 20 AUG 2007 36-20 25 SEP 2006
32-14 20 AUG 2007 34-8 20 AUG 2007
32-15 25 SEP 2006 34-9 25 SEP 2006 38-1 25 SEP 2006
32-16 20 AUG 2007 34-10 25 SEP 2006 38-2 20 AUG 2007
32-17 25 SEP 2006 34-11 20 AUG 2007
32-18 20 AUG 2007 34-12 25 SEP 2006 49-0.1 25 SEP 2006
32-19 20 AUG 2007 34-13 25 SEP 2006 49-1 20 AUG 2007
32-20 20 AUG 2007 34-14 25 SEP 2006 49-2 20 AUG 2007
32-21 25 SEP 2006 34-15 20 AUG 2007 49-3 20 AUG 2007
32-22 25 SEP 2006 34-16 25 SEP 2006 49-4 25 SEP 2006
32-23 25 SEP 2006 34-17 25 SEP 2006 49-5 25 SEP 2006
32-24 25 SEP 2006 34-18 20 AUG 2007 49-6 25 SEP 2006
32-25 20 AUG 2007 34-19 20 AUG 2007 49-7 25 SEP 2006
34-20 20 AUG 2007 49-8 25 SEP 2006
33-0.1 20 AUG 2007 34-21 25 SEP 2006 49-9 25 SEP 2006
33-0.2 20 AUG 2007 34-22 25 SEP 2006 49-10 25 SEP 2006
33-0.3 20 AUG 2007 34-23 20 AUG 2007 49-11 25 SEP 2006
33-1 25 SEP 2006 34-24 25 SEP 2006
33-2 25 SEP 2006 34-25 25 SEP 2006 52-0.1 20 AUG 2007
33-3 20 AUG 2007 34-26 25 SEP 2006 52-0.2 20 AUG 2007
33-4 25 SEP 2006 34-27 20 AUG 2007 52-1 20 AUG 2007
33-5 20 AUG 2007 34-28 25 SEP 2006 52-2 25 SEP 2006
33-6 25 SEP 2006 34-29 25 SEP 2006 52-3 25 SEP 2006
33-7 25 SEP 2006 34-30 25 SEP 2006 52-4 25 SEP 2006
33-8 25 SEP 2006 52-5 25 SEP 2006
33-9 25 SEP 2006 35-0.1 25 SEP 2006 52-6 20 AUG 2007
33-10 25 SEP 2006 35-1 20 AUG 2007 52-7 20 AUG 2007
33-11 20 AUG 2007 35-2 25 SEP 2006 52-8 25 SEP 2006
33-12 20 AUG 2007 35-3 25 SEP 2006 52-9 25 SEP 2006
33-13 25 SEP 2006 35-4 25 SEP 2006 52-10 20 AUG 2007
33-14 25 SEP 2006 52-11 25 SEP 2006
33-15 20 AUG 2007 36-0.1 20 AUG 2007 52-12 25 SEP 2006
33-16 20 AUG 2007 36-1 25 SEP 2006 52-13 25 SEP 2006
33-17 25 SEP 2006 36-2 20 AUG 2007 52-14 20 AUG 2007
Page C 20 AUG 2007

BOEING 767 MEL

52-15 25 SEP 2006 80-2 20 AUG 2007
80-3 20 AUG 2007
56-1 25 SEP 2006
73-0.1 20 AUG 2007

73-1 25 SEP 2006
73-2 25 SEP 2006
73-3 20 AUG 2007
73-4 20 AUG 2007
73-5 25 SEP 2006
73-6 25 SEP 2006
73-7 25 SEP 2006
73-8 20 AUG 2007
73-9 25 SEP 2006
73-10 25 SEP 2006
74-1 25 SEP 2006

74-2 25 SEP 2006
75-0.1 25 SEP 2006

75-1 25 SEP 2006
75-2 25 SEP 2006
75-3 20 AUG 2007
75-4 25 SEP 2006
75-5 25 SEP 2006
75-6 20 AUG 2007
77-0.1 20 AUG 2007

77-1 20 AUG 2007
77-2 20 AUG 2007
77-3 20 AUG 2007
77-4 20 AUG 2007
77-5 25 SEP 2006
78-0.1 25 SEP 2006

78-1 25 SEP 2006
78-2 25 SEP 2006
78-3 20 AUG 2007
78-4 25 SEP 2006
78-5 25 SEP 2006
78-6 25 SEP 2006
79-0.1 25 SEP 2006

79-1 20 AUG 2007
79-2 25 SEP 2006
79-3 25 SEP 2006
79-4 20 AUG 2007
79-5 25 SEP 2006
80-0.1 20 AUG 2007

80-1 20 AUG 2007
Page D 20 AUG 2007

BOEING 767 MEL
HIGHLIGHTS
As of Effective Date of this document the AeroSvit BOEING 767 Minimum Equipment List Revision 7 has
been issued.
Current Revision is based on the FAA 767 Master MEL revision 32, dated June 18, 2007 and Boeing 767
Dispatch Deviation Guide revision 27, dated June 29, 2007.
Replace all the affected pages in the AeroSvit B767 MEL with the pages in this revision.
Retain this sheet with your MEL until the next revision is issued.
The highlights of change are:
E. MEL AMENDMENT PROCEDURES – Procedure of MEL amendment was added.
ATA 21 AIR CONDITIONING
21-0. Revised diagrams to update item callout titles in accordance with MEL revision.
21-25-2 Revised MEL to add (M) and proviso that associated EICAS message is verified to operate
normally.
21-31-1 Revised MEL REMARKS OR EXCEPTIONS in second proviso and in third proviso sets.
21-51-1 Revised MEL REMARKS OR EXCEPTIONS.
21-51-2 Revised MEL REMARKS OR EXCEPTIONS.
21-51-7 Revised MEL to delete Note, as the information contained operational details rather than
clarifying the relief and the information is already provided in the OPERATIONS
procedures. Revised subitem 1) proviso d) to delete degrees F.
21-53-1 Revised MEL item title to change “Exit” to “Exhaust”. Revised REMARKS OR
EXCEPTIONS to add an (O) to both proviso sets and an (M) to the second proviso set.
Added clarifying “in any position” to second proviso set and changed “for an associated
inoperative pack(s)” to “provided associated pack is considered inoperative”.
21-58-3 Revised MEL to remove references to degrees F from proviso c) of Subitems 2. Revised
MAINTENANCE NOTE third sentence to delete text about extinguishing status messages.
The status messages are extinguished by using the STBY control system, and may remain
illuminated if the selector is not moved to STBY.
21-58-4 Revised MEL to add new proviso b) to subitem 2a, requiring use of STBY control system.
Removed references to degrees F from proviso c) of subitem 2a. Revised to add NOTE about
installations with one supply fan. Revised MAINTENANCE NOTE to delete that FWD EQ
EXH FAN status message will be extinguished by pulling circuit breakers.
21-58-5 Revised MEL item title to change “Vent” to “Exhaust (Vent)”. Revised to delete EICAS
message AFT EQPT CLG FAN, as it applies to both fans inoperative.
21-58-6 Deleted as Not applicable.
Page i 20 AUG 2007

BOEING 767 MEL
HIGHLIGHTS
21-58-7 Revised REMARKS OR EXCEPTIONS to add an (O). Removed references to degrees F
from proviso b) of subitems 2a.
21-58-8 Revised MEL to remove references to degrees F from proviso b) of subitems 1a.
21-61-1 Revised MEL item title to Cabin COMPT TEMP Control Systems. Revised subitem 1)b)
title and Remarks or Exceptions for clarification.
21-61-2 Revised MEL item title to Flight Deck COMPT TEMP Control System. Revised Subitem 1
title to “Passenger” and removed “For passenger airplanes,” from the REMARKS. Changed
Subitem 4 title from “Manual” to “MAN” Mode to align with Subitem 3.
21-61-7 Revised MEL to divide relief into subitems.
ATA 22 AUTOFLIGHT
22-0. Revised diagrams to update item callout titles in accordance with MEL revisions.
22-11-1 Revised MEL Remarks or Exceptions to add second proviso regarding “approach
minimums”. Revised existing proviso to read “autopilots are” instead of “autopilot is” and to
change “initial approach altitude” to “1,500 feet AGL”.
22-11-2 Revised MEL REMARKS OR EXEPTIONS to read “autopilots are” instead of “autopilot is”
and to change “initial approach altitude” to “1,500 feet AGL”.
22-11-4 Revised MEL to break up Subitem 1 into two sets of relief with different relief interval
categories, commensurate with the relief for autopilots in 22-10-1, and revised the relief to
not use “considered inoperative”. For the new subitem 1) first set of relief, also added an (O)
and a NOTE. Revised subitems 3 and 5 to state that approach minimums do not require use
of applicable equipment.
22-11-6 Revised MEL Item title to add “Switch”. Added “B” category relief to Subitem 2.
22-14-2 Revised NOTE
22-30-1 Revised MEL REMARKS OR EXEPTIONS to add (M) for Thrust Management System.
Revised NOTE.
22-34-1 Revised MEL REMARKS OR EXEPTIONS to add second proviso set for autothrottle not
used.
22-41-1 Revised MMEL Item title to add “(MCDP)”.
Page ii 20 AUG 2007

BOEING 767 MEL
HIGHLIGHTS
ATA 23 COMMUNICATION
23-0. Revised diagrams to update item callout titles in accordance with MEL revisions.
23-11-1 Revised MEL subitem 1a) title to use AMM terminology, “Frequency In Use Light”.
Revised MEL to add related Operations (O) procedure.
23-12-2 Revised MEL Item number to 25-63-10 and moved item to Chapter 25 in accordance with
ATA Master List convention.
23-25-1 Revised MEL to add Subitems 2 and 3 for HF/SAT XFER Switches and SATCOM Lights.
Revised MEL to add related Operations (O) procedure.
23-31-1 Revised MEL to add second proviso set to subitem 1)b); it requires that any seat from which
the PA is not audible and intelligible must be blocked.
23-40-1 Revised MEL title to delete parentheses.
23-51-3 Revised MEL REMARKS OR EXCEPTIONS to change “Headsets" to "TSO headset

earphones/headphones (or equivalent)" in proviso b) to be consistent with terminology used
in 23-51-5.
23-51-5 Revised Subitem 3 title and proviso to state “TSO Headset Earphones/Headphones”.
ATA 24 ELECTRICAL POWER
24-0.1 Revised diagram to update item callout titles in accordance with MEL revisions.
24-00-1 Revised MEL Item title to delete “Driven”. Revised REMARKS OR EXCEPTIONS to
delete “-driven” from “APU-driven” in proviso a) and to remove “the” from proviso b).
Revised proviso d) to delete the conditional phrase “If the APU is to be used as an alternate
power source” since it is required to be used in proviso a) and moved the words “before
departure” to a different place in the sentence. Replaced “AOC” with “air oil cooler” in
provisos f) and g). Deleted degrees F.
24-00-2 Revised MEL Item title to delete “Driven”. Revised REMARKS OR EXCEPTIONS in first
proviso set to add “provided both engine generators operate normally.” Revised second
proviso set to delete “driven” from “engine driven”. Corrected (O) procedure for battery start
(of engines) to be applicable to 767 (previously copied incorrectly from 757) and revised
order & some terminology in the procedure to better match current FCOM.
24-25-1 Revised MEL to add (O) for reference to pertinent information about recovery of Captain’s
RDMI. Replaced “an adequate airport” with “a suitable airport” in accordance with new
ETOPS rule definitions.
24-25-2 Revised MMEL REMARKS OR EXCEPTIONS to add a Maintenance (M) to all proviso
sets that didn’t already have one and to add the word “closed” to the main provisos. Both
Page iii 20 AUG 2007
BOEING 767 MEL
HIGHLIGHTS
have incorrectly been omitted during previous revisions of DDPG and MMEL. Added an
Operations (O) to the 3rd proviso set for the information necessary to restore the Captain’s
RDMI after loss of AC power. Deleted “driven” from all statements of “engine driven
generators”. Replaced “an adequate airport” with “a suitable airport” in accordance with new
ETOPS rule definitions.
24-27-2 Revised MEL to add the first proviso set based on verifying the EICAS advisory message
operates normally.Revised related Operations (O) procedure.
24-27-3 Revised MELto add Note regarding APU requirements for ETOPS. Revised MEL to add
Operations Note.
24-31-1 Revised MEL to split relief into subitems depending on whether the aircraft has the Main/
APU Battery Tie system. Revised to add new NOTE 1 to align with 757. Revised MEL to
add Operations(O) procedure.
24-31-2 Revised MEL to include subitems 1) and 2), with new proviso a) APU battery is deactivated
or removed. Changed “APU is considered inoperative” to “APU is not required” per
Revision 12 of Policy Letter 25, dated June 5, 2006.
24-41-1 Revised MEL to delete REMARKS OR EXCEPTIONS in first proviso set.
ATA 25 EQUIPMENT/FURNISHINGS
25-0. Revised diagram to update item callout titles in accordance with MEL revisions.
25-11-2 Revised MEL subitem 1) NOTE 2 to delete “any”. Revised subitem 2) NOTE to replace
“any” with “additional”.
25-20-1 Revised MEL to introduce NEF List.
25-25-2 Revised MEL REMARKS OR EXCEPTIONS to add an (M) to the first 3 proviso sets as
there are relevant MAINTENANCE (M) procedures given for each of the sets in the AMM.
Deleted the (O) from the fourth proviso set (Subitem 3) in accordancd with Revision 4 of
PL- 79, dated June 10, 2005. Revised MEL to delete Operations(O) step 2.
25-28-1 Revised MEL REMARKS OR EXCEPTIONS in proviso b) of first proviso set to align with
Revision 1 of Policy Letter 104, dated 9/24/2004.
25-38-1 Revised MEL item title and subitem titles to add “Exterior” in alignment with Revision 2 of
FAA Policy Letter 85, dated February 7, 2000. Revised Subitem 1 REMARKS to change
“10” to “ten” for standardization.
25-50-1 Revised MEL to enumerate subitem 1) Sidewall Lining Panels, with no change to provisos,
and subitem 2) Floor Panels and Walkways, with sub-subitem a) Airplanes with Full Floors,
and sub-subitem b) Airplanes with Partial Floors.
Page iv 20 AUG 2007

BOEING 767 MEL
HIGHLIGHTS
25-63-2 Revised MEL to change D category to C category, added and (O) and revised the
REMARKS OR EXCEPTIONS to align with the 757. Added second D category proviso set
for when procedures do not require its use.
25-63-10 Revised MEL Item number from 23-12-2 to 25-63-10 in accordance with ATA Master List
convention. Revised relief in accordance with PL-120, 01/29/2007.
25-64-1 Revised MEL in accordance with Policy Letter 73 Revision 4, dated April 18, 2006.
Operations(O) procedure referenced to Company Operations Manual Vol.6.
ATA 26 FIRE PROTECTION
26-11-2 Revised MEL to itemize EICAS Status messages.
26-15-1 Revised MEL REMARKS OR EXCEPTIONS in the first proviso set to remove the words
“and not used” in accordance with the new definitions in Revision 12 of Policy Letter 25,
dated June 5, 2006. Revised the second proviso set. Revised MEL to add Operations(O)
procedure.
26-16-1 Revised MEL REMARKS OR EXCEPTIONS in Subitem 1, 1st proviso set, to change (M)
to an (O) because procedure is easily and commonly performed by flight crew. Moved
current Subitem 2 to Subitem 3. Also moved current (M) steps to (O) steps.
26-17-1 Revised MEL to divide Note in REMARKS OR EXCEPTIONS into two Notes.
26-18-1 Revised MEL Subitem title to change “or” to “and” to correctly align with the shown
“number installed”. Revised subitem 1) relief to limit operation to one flight day.
26-20-1 Revised MEL to move APU and Cargo BTL DISCH Lights from this item to their associated
fire extinguishing system items. Revised MEL Item name to reflect that it covers Engine Fire
only, and that it includes the pressure switch as well as the Fire BTL DISCH Light.
26-20-2 Revised MEL REMARKS AND EXCEPTIONS for the overall system relief to account for
failure modes that affect individual test functions. Revised Subitem 1 and 2 titles to give
relief for the test function as well as the light and deleted Subitem 3 which is now covered
under Subitem 2. Revised REMARKS for Subitem 1 to remove the words “and not used” in
accordance with the new definitions in Revision 12 of Policy Letter 25, dated June 5, 2006.
26-22-1 Revised MEL REMARKS AND EXCEPTIONS in the first two proviso sets to use the words
“considered inoperative”. Revised the category of the second proviso set to align with 49-11-
1 and 24-00-2. Corrected number installed in Subitem 2 first proviso set from “-” to 2.
26-23-1 Revised MEL item title; deleted redundant “System” inside parentheses. Revised Subitem 1
and 2 titles and deleted “and associated indications” from the provisos as it is redundant with
the relief in Subitem 3. Added new Subitem 3 for the “Indicating System”; moved from Item
Page v 20 AUG 2007
BOEING 767 MEL
HIGHLIGHTS
26-20-1. Moved former Subitem 3 to a sub-subitem under the new Subitem 3. Revised (O)
Step 1 and added Step 2 to clarify application of MEL relief.
26-26-3 Revised Operations(O) step to delete conditional statement.
ATA 27 FLIGHT CONTROLS
27-03-2 Revised MEL title to delete the word “Valve” in accordance with flight deck labeling.
27-08-1 Revised MEL (M) for (M)only or (M)&(O) procedure to achieve best coordination.
27-21-3 New MEL item.
27-41-2 Revised/clarified OPERATIONS (O) procedure including deleting the phrase “prior to
dispatch.”
27-62-2 Revised MEL item title to Speedbrake Caution Indication System to clarify that the system
includes the SPEED BRAKES caution light and the EICAS caution message
SPEEDBRAKES EXT. Added OPERATIONS (O) and proviso to address position of
speedbrake lever. Added (O) procedure to MEL.
ATA 28 FUEL
28-22-1 Revised MEL REMARKS OR EXCEPTIONS to reformat main proviso and new proviso a).
28-22-2 Revised MEL to delete first set of C-2-1 relief; similar relief is available under revised
second set of C-2-0 relief. Revised new first set of relief to state “Affected pump is
deactivated” in proviso g). Second set of relief revised to require tank verification in proviso
b). Revised Subitem 1) title to include “or Production Equivalent”. Revised Subitem 2) to
move relief to subitem 2)a) that makes clear the relief only applies to airplanes without the
Automatic Shutoff System. Changed proviso a) wording “are followed” to “are in effect”;
revised proviso a) to use “Alternative Method” terminology and add “Operations Manual
Bulletin Center Tank Fuel Pumps”; added verification requirement and 2,300 kg to proviso
b). Deleted parentheses from proviso d). Revised OPERATIONS (O) procedure to include
reference to Boeing Alternative Method of Compliance (AMOC) to Airworthiness Directive
2001-15-08.
28-25-2 Revised MEL REMARKS OR EXCEPTIONS in proviso a); changed “not used” to
“considered inoperative” to ensure that restrictions for ETOPS with an APU generator
inoperative (24-00-2) and with an APU inoperative (49-11-1) are applied.
28-40-1 Revised MEL REMARKS OR EXCEPTIONS to rearrange all proviso sets in Subitem 1 to
have just one requirement per proviso letter, per current standards. Added the word
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“verified” to the proviso set in Subitem 1, consistent with the required (M) procedure.
Clarified proviso a) in the second proviso set of Subitem 2a by adding the word “Both” to
“Crossfeed valves”.
28-40-2 Revised MEL REMARKS OR EXCEPTIONS to state valve is verified to operate normally.
28-41-1 Revised MEL REMARKS OR EXCEPTIONS in Subitem 1, proviso f) from “Both boost
pumps in associated tank” to “All main tank boost pumps” to avoid conflict with Item 28-22-
1. Changed proviso requiring FMC CALCULATED to a proviso requiring both EICAS
computers for some FMC types. Changed the order of the last two provisos in Subitem 1.
Revised Subitem 2 title to include “or Production Equivalent Installed”. Revised Subitem 3
to include new subitems 3)a) and 3)b). For subitem 3)b), added “Operations Manual Bulletin
Center Tank Fuel Pumps” to proviso a) and changed “is followed” to “are in effect”.
Changed the word “have” to “contain” in proviso b) and added kg reference. Removed
proviso d) requiring deactivation of pumps. Revised Note 2 regarding MMEL relief in
combination with 73-31-1, to indicate it only applies to Subitem 1. Replaced “FMC
Calculated” with “fuel flow indications” in the OPERATIONS(O) procedure.
28-41-2 Revised subitem 1) proviso d) and subitem 2) proviso b) to require both EICAS computers
for some FMC types.
28-41-7 Revised MEL to change proviso b) in first proviso set requiring “FMC calculated fuel used“
to a proviso requiring both EICAS computers for some FMC types. Added second proviso
set to be used when the center tank fuel quantity indicator is inoperative.
ATA 29 HYDRAULIC POWER
29-18-1 Revised MEL item title in accordance with AMM terminology. No change to technical
content.
29-31-1 Revised MEL REMARKS OR EXCEPTIONS in all proviso sets to state only one
requirement per proviso letter and to change the requirement for all HYD PRESS indications
to operate normally to “Associated HYD SYS PRESS EICAS indication is verified to
operate normally”.
29-31-2 Revised MEL item title; added “s” to “Systems”. Clarified MEL REMARKS OR
EXCEPTIONS in Subitem 1 by adding “hydraulic”. Added subitem 2 which would cover
Engine Driven Pump Pressure Switches.
29-32-1 Revised MEL item title to add “s” to “Systems”. Clarified REMARKS OR EXCEPTIONS in
Subitem 1 by adding “hydraulic”. Changed (M) to (O).
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ATA 30 ICE & RAIN PROTECTION
30-11-2 Revised MEL REMARKS OR EXCEPTIONS in second proviso set to delete (M) and (O).
Added third proviso set based on the EICAS message operating normally. Revised other
Operations (O) step to clarify and align with the 757; no change in intent.
30-21-1 Revised MEL to remove references to degrees F. Broke out subitem 4) by engine type; for
each engine type, added new provisos c)1) - c)4), revised proviso d) to be conditional on
TAT and bleed air switch, and added explanatory NOTE. Bleed air configuration requires
additional considerations for pneumatic supply. Added new (O) step 2.D.3) for FAMV
performance penalty options. Revised step 2.D.4), added new steps 2.D.5)-9), and revised
step 2.G to standardize N2 rpm at 80%, in accordance with 36-11-2.
30-21-2 Revised MEL subitem 1) to break out engine types. Revised REMARKS OR EXCEPTIONS
in first proviso set to delete the (O) as no (O) procedure is applicable, add “associated” and
to state “before operating”. Revised second proviso set Number Required for Dispatch to 1
and deleted (M) and (O). Added an (O) to subitem 1e for EICAS substitution for the light in
the Non-normal procedure. Removed parentheses from Subitem 1 and 2 titles.
30-31-1 Revised MEL item title to “Systems”. Deleted subitem and moved the proviso up to the item
level.
30-31-2 Revised MEL REMARKS OR EXCEPTIONS in first proviso set; added requirement to
verify that the associated EICAS Advisory message operates normally, including adding an
(M), in order to identify a subsequent probe heater failure. Added Subitems 1 and 2 for probe
heaters considered inoperative. Removed Subitem 1 for Dual TAT Lights.
30-31-5 Revised MEL REMARKS OR EXCEPTIONS; expanded former proviso a) into a) and b) for
clarity.
30-32-1 Revised MEL REMARKS OR EXCEPTIONS by adding proviso b) in order to identify

erroneous air data with a subsequent probe heater failure.
30-33-1 Revised MEL REMARKS OR EXCEPTIONS by adding a proviso for identifying erroneous
air data with a subsequent probe heater failure.
30-41-3 Revised MMEL item title to eliminate capitalization.
ATA 31 indicating/recording systems
ATA 32 Landing Gear
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32-30-1 Revised MEL to use corrected terminology for AFM Landing Gear Extended Appendix.
Revised MEL to clarify (O) step 4.C by stating “if flaps are lowered to a landing flap
position (25 or 30)”.
32-31-1 Revised MEL item title in accordance with AMM terminology. Revised REMARKS OR
EXCEPTIONS to state that mechanism is verified to operate normally. Revised DDG
PLACARD instructions in accordance with MEL title revision
32-41-2 Revised MEL title to change “Light” to “Indication System”. Revised wording in
REMARKS OR EXCEPTIONS for second proviso set, proviso b). Corrected spelling of
SOURCE in DDG OPPERATIONS procedure.
32-41-1 Revised MEL to clarify (O) step 2.B.3. by stating “if flaps are lowered to a landing flap
position (25 or 30)”. Clarified (O) step 2.C.2
32-42-1 Revised MEL REMARKS OR EXCEPTIONS for first set of relief to standardize format and
include provisos a) and b).
32-42-2 Revised MEL to reformat and clarify that two dispatch conditions exist.
32-44-2 Revised MEL to standardize Remarks or Exceptions.
32-44-3 Revised MEL subitem 1 proviso in third proviso set to say “is verified to operate normally”
and add “Advisory” to EICAS message. Revised MEL (O) procedures to correspond with
new name.
32-44-5 Revised MEL proviso a) to delete the superfluous word “air”.
32-45-3 Revised MEL to correct item title in accordance with AMM. Revised DDG to state that this
item includes the TIRE PRESSURE light on the overhead panel and the EICAS message
TIRE PRESSURE.
32-46-1 Revised MEL item title to delete “Wheel” and standardize with AMM terminology.
32-51-1 Revised MEL REMARKS OR EXCEPTIONS to delete proviso a) and to align with the 757.
Revised proviso b) to state, “a pilot”.
32-71-2 Revised MEL to add new first set of relief for inoperative tail skid retraction mechanism.
ATA 33 LIGHTS
33-16-1 Revised MEL to add subitem 2) Dim Function.
33-24-1 Revised MEL item title in accordance with AMM and configuration terminology. Revised
first set of relief to reformat and apply to passenger seats and lavatories. Revised second set
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of relief to remove superfluous sign text. Revised proviso b) to include when passengers
should return to their seats. Revised subitem 2) to clarify that there are two provisos.
33-41-1 Revised MEL (O) procedure to align with 757 and state that lighting requirements must be
determined by operator.
33-42-1 Revised MEL in first proviso set to change “and” to “and/or” and to delete “for night
operations”. No change to relief.
33-43-1 Revised MEL subitem 1) C-8-4 relief to simplify and combine three provisos in one. Revised
first set of relief proviso to delete “for night operations”. No change to relief.
33-44-1 Revised second, third sets of relief to delete “For night operations”. Added “strobe” to all
references to red fuselage lights. No change to relief.
33-51-1 Revised MEL REMARKS OR EXCEPTIONS to correct the location of the lights and to
change “opposite” to “same” side regarding adjacent lights that cannot be inoperative. Also
changed “either” to “each” to clarify that relief exists for each aisle at the same time. Added
second proviso set giving relief for lights/signs associated with a door, slide or emergency
exit that is considered inoperative.
33-51-3 Revised MEL to add proviso set giving relief for lights/signs associated with a door, slide or
emergency exit that is considered inoperative.
ATA 34 NAVIGATION
34-00-1 Revised MEL to breakout relief by airplane type in subitems 1). Revised Remarks or
Exceptions to identify EFI switch in accordance with panel labeling. Revised MEL (O) step
2.A. to clarify switch and panel terminology.
34-21-1 Revised Subitem 1)b) proviso d) to standardize with lower case letters. Standardized use of
capital letters for “Day VMC”. No change to technical content. Revised MEL Operations (O)
procedure step 3) to include selecting C FLT DIR prior to takeoff to ensure the flight director
bars are displayed.
34-22-6 Revised MEL to add new subitem 3) and renumbered subsequent subitems. Broke out
subitem 4) according to configuration, and added “(DH REF) (Airplanes without PFD)” to
title for clarity. Added DCP to subitem 5 title, and added new subitem 6) HSI Range
Selector.
34-24-1 Revised MEL subitem 1) to delete first set of relief as it is not applicable to 14CFR121
operations. Changed number installed from “-” to “1” and capitalized the word “Day” in
proviso a) of the remaining set of relief for subitem 1.
34-33-1 Revised MEL item title to include Systems (EADI).

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34-43-1 Revised MEL second set of relief to delete superfluous REMARKS OR EXCEPTIONS.
34-46-1 Revised MEL per PL-54 Revision 10. Condensed subitem 6) title to generic “Terrain
Awareness Function”.
34-53-1 Revised MEL item title to state “ATC Transponders and”. Added subitem 1) per FAA PL-76
R4.
34-61-1 Revised MEL to add (M) to all proviso sets of Subitems 1 and 2 that don’t already have an
(M). Revised second set of relief proviso a) to state “are verified to operate normally.”
Revised NOTE 1
ATA 35 OXYGEN
35-11-2 Revised MEL subitem 1) REMARKS OR EXCEPTIONS to state oxygen supply is verified
to be above minimum required before each departure.
ATA 36 PNEUMATICS
36-11-2 Revised MEL (O) procedure to standardize N2/N3 rpm at 80%.
36-11-3 Revised DDG (O) procedure to standardize N2/N3 rpm at 80%, in accordance with 36-11-2.
36-11-8 Modified (O) step 1.A.1) for clarity.
36-12-2 Renumbered MEL (O) step 1 as step 2, to clarify that fuel burn penalties apply to all engine
types.
ATA 38 WATER / WASTE
38-30-1 Note for PLACARD application procedure added to second set of proviso.
ATA 49 AIRBORNE AUXILIARY POWER
49-11-1 Revised MEL REMARKS OR EXCEPTIONS in first proviso set to alleviate conflict with
the second proviso set and align with 24-00-2. Changed “engine driven generator” to “engine
generator” in second proviso set. Revised DDG NOTE 5 to correct requirements for battery
start procedure.
ATA 52 DOORS
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52-11-1 Revised MEL item title by deleting "EMERGENCY ONLY" to make it more general to
cover both the EMERGENCY ONLY Arming Flag and the Slide Status Warning Indicator.
52-30-1 Revised Remarks to add two proviso sets to Subitem 2, the 2nd requiring a
MAINTENANCE (M) . Revised Subitem 4 to split the current proviso set into two proviso
sets, the 2nd requiring an (M).
52-30-3 Revised MEL subitem titles to capitalize names of DOOR OPEN and DOOR CLOSE lights
in accordance with labelling
52-51-2 Deleted as non-applicable.
52-71-1 Revised MEL to pluralize item title to Systems. Broke out subitems for configuration
effectivity and changed NUMBER INSTALLED to variable (-). Revised REMARKS OR
EXCEPTIONS to state "May be inoperative provided associated door(s) is verified closed,
latched, and locked before each departure."
ATA 73 ENGINE FUEL & CONTROL
73-21-2 Revised MEL item title to identify EEC lights and various configurations.
73-21-3 Revised MEL subitems 1) and 2) to refer to “engine fuel valve”.
73-31-1 Revised MEL to breakout engine types as subitems 1-4. Revised to delete NOTE 1 for
combinations of inoperative equipment because cross-reference information is contained in
MMEL provisos. Renumbered remaining notes 1-5. Added new NOTE 6 for faults caused by
intermittent fuel flow transmitters.
ATA 75 BLEED AIR
75-24-2 Revised MEL subitem 1 title to change “Valves” to “Systems”. Revised Remarks or
Exceptions to state that “associated turbine cooling valves are deactivated open”.
ATA 77 ENGINE INDICATING
77-0.1 Revised diagram to update item callout titles in accordance with MEL revisions.
77-00-1 Revised diagram added.
77-11-1 Revised subitem 2 to re-order provisos b through e, and add new proviso f) for
standardization; loss of EPR may affect autothrottle.
77-12-2 Revised to add Note that SEI N2 must operate normally.

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77-21-1 Revised MEL to break out engine types.
ATA 78 EXHAUST
78-31-1 Revised DDG MAINTENANCE (M) procedure for CF6-80C2, step 8.C., to correct AMM
reference for re-rigging the RVDT. (M) steps for RB211-524 revised to delete “skip” Note
before step 5, align other step numbers with 747-400 DDG and add a check of thrust reverser
position feedback sensors.
78-34-2 Revised DDG to clarify Operations (O) step 3.
ATA 79 ENGINE OIL
79-31-1 Revised MEL Remarks or Exceptions to address indications in proviso c) and associated low
ENG OIL PRESS light in proviso d).
79-35-1 Revised MEL item title to add the word “Engine”.
ATA 80 STARTING
80-00-0 Revised diagram to correct callout for Starter Switch Holding/Cutout Systems.
80-00-1 Revised MEL to delete (M), add (O), and have major proviso reflect an operational
procedure. Revised MEL to change Maintenance (M) to Operations (O).
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BOEING 767 MEL
A. DEFINITIONS
/1/ System Definitions.

System numbers are based on the Air Transport Association (ATA) Specification Number 100 and items are
numbered sequentially.
/a/ "ITEM" means the equipment, system, component or function listed in the "ITEM" column.
/b/ "NUMBER INSTALLED" is the number (quantity) of items normally installed in the aircraft. Should
the number be a variable (e.g., passenger cabin items) a number is not required.
/c/ "NUMBER REQUIRED FOR DISPATCH" contents is the minimum quantity of items required for
operation provided the conditions specified in column "REMARKS OR/AND EXCEPTIONS" are
met.
/d/ "REMARKS OR/AND EXCEPTIONS" in this column includes a statement either prohibiting or
permitting operation with a specific number of items inoperative, provisos (conditions and
limitations) for such operation, and appropriate notes.
/e/ A vertical bar (change bar) in the margin indicates a change, addition or deletion in the adjacent text
for the current revision of that page only. The change bar is dropped at the next revision of that page.
/2/ "Airplane Flight Manual "(AFM)" is the document required for type certification and approved by the
responsible FAA Aircraft Certification Office. The FAA approved AFM for the specific aircraft is listed on
the applicable Type Certificate Data Sheet.
/3/ Not applicable.
/4/ Each inoperative item must be placarded to inform and remind the crewmembers and maintenance personal
of the equipment condition.
/5/ "-" symbol in Column "NUMBER INSTALLED" or/and "NUMBER REQUIRED FOR DISPATCH"
indicates a variable quantity of the item installed.
/6/ "DELETED" in the remarks column after a sequence item indicates that the item was previously listed but
is now required to be operative if installed in the aircraft.
I7/ “ER” refers to extended range operations of a two-engine airplane which has a type design approval for ER
operations and complies with the provisions of Advisory Circular 120-42A.
/8/ Not applicable
/9/ "Flight Day" means a 24 hour period (from midnight to midnight) Universal Time Coordinated (UTC)
during which at least one flight is initiated for the affected aircraft.
/10/ "Icing conditions" means an atmospheric environment that may cause ice to form on the aircraft or in the
engines.
/11/ Alphabetical symbol in Column "REMARKS OR EXCEPTIONS" indicates a proviso (condition or

limitation) that must be complied with for operation with the listed item inoperative.
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BOEING 767 MEL
/12/ "Inoperative" means a system and/or component malfunction to the extent that it does not accomplish its
intended purpose and/or is not consistently functioning normally within its approved operating limit(s) or
tolerance(s).
/13/ "Notes:" in REMARKS column provides additional information for crewmember or maintenance which is
intended to assist with compliance, but do not relieve the operator of the responsibility of compliance with
all applicable requirements. Notes are not a part of the provisos.
/14/ Inoperative components of an inoperative system: Inoperative items which are components of a system
which is inoperative are usually considered components directly associated with and having no other
function than to support that system. (Warning/caution systems associated with the inoperative system
must be operative unless relief is specifically authorized per the MEL.)
/15/ "(M)" symbol indicates a requirement for a specific maintenance procedure which must be accomplished prior to
operation with the listed item inoperative. Normally these procedures are accomplished by maintenance personnel,
however, other personnel may be qualified and authorized to perform certain functions. Procedures requiring
specialized knowledge or skill, or requiring the use of tools or test equipment should be accomplished by maintenance
personnel
/16/ "(O)" symbol indicates a requirement for a specific crew operations procedure which must be accomplished
in planning for and/or operating with the listed item inoperative. Normally these procedures are
accomplished by the flight crew; however, other personnel may be qualified and authorized to perform
certain functions.
/17/ "Deactivated" and "Secured" means that the specified component must be put into an acceptable condition
for safe flight
/18/ "Visual Flight Rules" (VFR) is as defined in FAR Part 91. This precludes a pilot from filing an Instrument
Flight Rules (IFR) flight plan.
/19/ "Visual Meteorological Conditions" (VMC) means the atmospheric environment is such that would allow a
flight to proceed under the visual flight rules applicable to the flight This does not preclude operating under
Instrument Flight Rules.
/20/ "Visible Moisture" means an atmospheric environment containing water in any form that can be seen in
natural or artificial light: for example, clouds, fog. rain. sleet, hail or snow.
/21/ "Passenger Convenience items" means those items related to passenger convenience, comfort or
entertainment such as. but not limited to: galley equipment, movie equipment, ash trays (except lavatory
ashtrays ), stereo equipment, overhead reading lamps, window shades etc.
/22/ "REPAIR INTERVAL": All the maintenance personnel must effect repairs of inoperative systems or
components deferred in accordance with this MEL at or prior to the repair times established by the
following letter designators:
Category A:
Items in this category shall be repaired within the time interval specified in the "REMARKS OR/AND
EXCEPTIONS" column.
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BOEING 767 MEL
Category B:
Items in this category shall be repaired within three (3) consecutive calendar days (72 hours), excluding the
day the malfunction was recorded in the AFML. For example if it were recorded at 10 a.m. on January 26th,
three day interval would begin at midnight the 26th and end at midnight 29th.
Category C:
Items in this category shall be repaired within ten (10) consecutive calendar days (240 hours), excluding the
day the malfunction was recorded In the AFL. For example, if it were recorded at 10 a.m. on January 26th,
the ten day interval would begin at midnight the 26th and end at midnight February 5th.
Category D:
Items in this category shall be repaired within one hundred and twenty (120) consecutive calendar days
(2880 hours) excluding the day of malfunction was recorded in the AFML.
/23/ Electronic fault alerting system

Boeing airplanes equipped with Engine Indicating and Crew Alerting Systems (EICAS), provide different
priority levels of system messages (WARNING, CAUTION, ADVISORY, STATUS and
MAINTENANCE). Any messages that affects airplane dispatch status will be displayed at a STATUS
message level or higher. The absence of an EICAS STATUS or higher level (WARNING, CAUTION,
ADVISORY) indicates that the system/component is operating within its approved operating limits or
tolerances.
System conditions that result only in a maintenance level message, i.e. no correlation with a higher level
EICAS message, do not affect dispatch and do not require action other than as addressed within an
operators standard maintenance program.
/24/ Not applicable
/25/ Asterisk symbols in Column 1 indicate an item which is not required by regulations but which may have
been installed on some airplanes covered by this MEL.
/26/ Not applicable
/27/ "Day of Discovery" is the calendar day an equipment/instrument malfunction was recorded in the AFML.
This day is excluded from the calendar days or flight days specified in the MEL for the repair of an
inoperative item of equipment. This provisions is applicable to all MEL items, i.e. categories " A, B. C and
D."
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BOEING 767 MEL
B. PREAMBLE.
The FAR require that all equipment installed on an aircraft in compliance with the Airworthiness
Standards and the Operating Rules must be operative. However, the Rules also permit the publication of a
Minimum Equipment List (MEL) where compliance with certain equipment requirements is not necessary in the
interests of safety under all operating conditions. Experience has shown that with the various levels of redundancy
designed into aircraft, operation of every system or installed component may not be necessary when the remaining
operative equipment can provide an acceptable level of safety. A Master Minimum Equipment List (MMEL) is
developed by the FAA, with participation by the aviation industry, to improve aircraft utilization and thereby
provide more convenient and economic air transportation for the public. The FAA approved MMEL includes
those items of equipment related to airworthiness and operating regulations and other items of equipment which
the Administrator finds may be inoperative and yet maintain an acceptable level of safety by appropriate
conditions and limitations; it does not contain obviously required items such as wings, flaps, and rudders. The
MMEL is the basis for development of individual operator MELs which take into consideration the operator's
particular aircraft equipment configuration and operational conditions. Operator MELs, for administrative control,
may include items not contained in the MMEL; however, relief for administrative control items must be approved
by the Administrator. An operator's MEL may differ in format from the MMEL, but cannot be less restrictive than
the MMEL. The individual operator's MEL, when approved and authorized, permits operation of the aircraft with
inoperative equipment.
Equipment not required by the operation being conducted and equipment in excess of FAR requirements
are included in the MEL with appropriate conditions and limitations. The MEL must not deviate from the Aircraft
Flight Manual Limitations, Emergency Procedures or with Airworthiness Directives. It is important to
remember that all equipment related to the airworthiness and the operating regulations of the aircraft not
listed on the MEL must be operative.
Suitable conditions and limitations in the form of placards, maintenance procedures, crew operating
procedures and other restrictions as necessary are specified in the MEL to ensure that an acceptable level of safety
is maintained.
The MEL is intended to permit operation with inoperative items of equipment for a period of time until
repairs can be accomplished. It is important that repairs be accomplished at the earliest opportunity. In order to
maintain an acceptable level of safety and reliability the MEL establishes limitations on the duration of and
conditions for operation with inoperative equipment. The MEL provides for release of the aircraft for flight with
inoperative equipment. When an item of equipment is discovered to be inoperative, it is reported by making an
entry in the Aircraft Maintenance Record/Logbook as prescribed by FAR. The item is then either repaired or may
be deferred per the MEL or other approved means acceptable to the Administrator prior to further operation. MEL
conditions and limitations, do not relieve the operator from determining that the aircraft is in condition for safe
operation with items of equipment inoperative.
When these requirements are met, an Airworthiness Release, Aircraft Maintenance Record/Logbook entry,
or other approved documentation is issued as prescribed by FAR. Such documentation is required prior to
operation with any item of equipment inoperative.
Operators are responsible for exercising the necessary operational control to ensure that an acceptable
level of safety is maintained. When operating with multiple inoperative items, the interrelationships between those
items and the effect on aircraft operation and crew workload will be considered.
WHEN USING THE MEL, COMPLIANCE WITH THE STATED INTENT OF THE PREAMBLE,
DEFINITIONS, AND THE CONDITIONS AND LIMITATIONS SPECIFIED IN THE MEL IS REQUIRED.
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BOEING 767 MEL
C. EFFECTIVITY
The AeroSvit B767 MEL was developed by AeroSvit Engineering Department and AeroSvit Flight
Operations Complex and effective for Boeing 767-300ER aircrafts operated by AeroSvit Airlines.
By approval of this MINIMUM EQUIPMENT LIST (MEL) the SAA of Ukraine permits dispatch of the
airplane as listed above for revenue and training flights with certain items or components inoperative provided an
acceptable level of safety is maintained by appropriate operation, by a transfer of the function to another operating
component, or by reference to other instruments or components providing the required information.
NOTE 1: The MEL is applicable up to the point at which a flight commences. The commencement of
flight is defined as being the point at which the aircraft begins to move under it's own power.
From that point appropriate QRH Non-normal Checklist shall be used to correct the situation
or condition. However failures after that point shall be carefully assessed by the flight crew
taking into account the MEL and all other relevant factors related to the intended flight. If any
doubt exist, consult on Boeing document number D630T002 “767 Dispatch Deviations
Guide”
NOTE 2: For dispatch with secondary airframe or engine parts missing, refer to the CONFIGURATION
DEVIATION LIST (CDL) which is a chapter of the Airplane Flight Manual (see AFM
APPENDIX CDL ).
Suitable conditions and limitations in the form of placards, maintenance procedures, crew operating
procedures and other restrictions as necessary are specified in the MEL to ensure that an acceptable level of safety
is maintained.
D. CONTENTS OF MEL
The MEL contains only those items of airworthiness significance which may be inoperative prior to
dispatch, provided limitations and appropriate procedures are observed. Equipment obviously basic to airplane
airworthiness such as wings, rudders, flaps, engines. landing gear. etc. is 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 AIRPLANE AND NOT
INCLUDED ON THE MINIMUM EQUIPMENT LIST ARE AUTOMATICALLY REQUIRED TO BE
OPERATIVE.
Equipment obviously not required for safe operation of the airplane such as galley equipment, passenger
convenience items, etc. is not listed.
E. MEL AMENDMENT PROCEDURES
Any revision to the MEL may be initiated by Engineering Support Division or by Flight Operations
Complex.
Engineering Support Division is responsible for fullness and accuracy of Maintenance procedures and
MEL tables as far as concerned.
Flight Operations Complex is responsible for fullness and accuracy of Operations procedures and MEL
tables as far as concerned.
Originator of the revision prepares the MEL (based on standard MMEL Revision) and submits it for
approval to Technical Control Manager, Deputy General Director for Engineering and maintenance, Deputy
General Director for Flight Operations and Deputy General Director for Flight Safety and Quality. Originator shall
promptly incorporate all comments and additions agreed by all participants of approval process. In case of
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BOEING 767 MEL
disagreement between participants originator submits both versions of the revision with explanation of the matter
of disagreement to Deputy General Director for Flight Safety and Quality. Deputy General Director for Flight
Safety and Quality is authorized to make final decision. All participants of approval process shall approve version
of the revision approved by Deputy General Director for Flight Safety and Quality.
Deputy General Director for Flight Safety and Quality is responsible for monitoring and supervision of
MEL amendment procedure and USAA approval of the revisions to the MEL. All revisions must be approved by
Ukrainian SAA prior implementation.
Engineering Support Division is responsible for distribution of the MEL revision approved by Ukrainian
SAA. Each Holder of the MEL is responsible to update his assigned copy and to sign in the “List of Revision” of
his copy.
F. CRITERIA FOR DISPATCH
The captain only is authorized to determine that the flight in question can continue safely with inoperative
equipment and may require equipment to be operating over and above that listed when in his judgment, such is
required for the conditions under which the flight is to be continued however, he shall never accept requirements
below.
Before dispatching an airplane with multiple MEL items inoperative, it must be checked that any interface
of interrelationship between inoperative items will not result in degradation in the level of safety and/or an undue
increase in crew workload and there are not more than 3 discrepancies deferred in accordance with the same ATA
chapter of the MEL.
Whenever if the pilot in command and/or the respective maintenance staff have any doubt concerning the
application of the MEL, he must contact with AeroSvit Operation Control (OC). Taking into account all relevant
factors OC can contact AeroSvit Engineering & Maintenance Department and will then release a recommendation
to the pilot in command.
G. MAINTENANCE ACTION
Every effort shall be made by maintenance to correct all technical irregularities as early as possible and
that the airplane to be released from maintenance base in fully operational condition.
The decision of the captain to comply with the appropriate MEL requirement and to postpone
maintenance activity will supersede any other intention. The captain must be informed by maintenance as soon as
practicable, should it be impossible to repair the inoperative item prior to departure.
Whenever an airplane is released by maintenance for dispatch with any items inoperative from Passenger
Convenience category (MEL items 25-20-1, 38-30-1), maintenance personnel shall advise dispatcher in advance
the detailed information concerning the inoperative item(s).
Where the Passenger Convenience category includes, but not limited to the follow items:
- Lavatories (inoperative vacuum system or water supply, etc.);
- Galley equipment: water boilers, coffeemakers, hot jugs/cups, ovens, etc.;
- Lighting of passenger cabin: sidewall/window lights, individual lights, ceiling lights, etc.;
- In-seat Passenger control Unit: FA call, audio program select, volume, light, etc.;
- Passenger seats: restricted/inoperative recline, table, etc.;
- Damaged seat cover(s), floor carpet, curtain, etc.;
- Windows of passenger cabin: scratched, inoperative sunshade, etc.;
- Overhead bins: damaged/missing/deactivated door, etc.;
- Passenger Entertainment System (Audio/Video): inoperative/missing screens, inoperative audio
channels (individual seat or whole system).
Page xix 20 AUG 2007

BOEING 767 MEL
Whenever an airplane is released by maintenance for dispatch with items inoperative, the following is
required:
Flight dispatcher shall be advised in advance (immediately after decision’s been taken to release the
airplane with item(s) inoperative) with detailed description of the inoperative item(s).
The Aircraft Flight Maintenance Log aboard the airplane must contain a detailed description of the
inoperative item(s), special advice to the flight crew, if necessary, information about corrective action
taken. Text given as PLACARD for the inoperative item (where exists) shall be used as formal description
of the inoperative item.
If MEL proviso for inoperative item(s) requires Maintenance (M) procedure maintenance personnel shall
accomplish Maintenance Procedure as required per Airplane Maintenance Manual (associated AMM
chapter for affected item(s), pages 9xx – AMM xx-00-00, pages 901 -9xx).
When they are accessible to the crew in flight, the ALL control(s) and/or ALL indicator(s) related to
inoperative unit(s) or component(s) must be clearly placarded.
NOTE: To the extent practical, placards should be located adjacent to the control or indicator for the item
affected. Placard should be "INOP" (means inoperative).
If inadvertent operation could produce a hazard such equipment must be rendered inoperative (physically) as
given in the appropriate Maintenance Procedure.
H. CREW ACTION (OPERATIONS (O)):
1. Check Maintenance status using the Aircraft Flight Maintenance Log.

2. Verify if Maintenance status is acceptable for flight in accordance with MEL.
3. Verify a requirement for specific operations procedures which must be accomplished in accordance
with MEL
4. Notify Dispatch Department (281-78-20 or 131.55MHz) about any restrictions that can affect the
flight.
I. FERRY FLIGHTS
Ferry flights may be dispatched with less than the equipment specified in this MEL provided all the
equipment expected to be utilized in flight is operable. The permission for such a flight, however, must be issued
in accordance with procedure approved by Ukrainian SAA.
Page xx 20 AUG 2007

BOEING 767 MEL
J. REGULATIONS FOR CATEGORY II/IIIA/IIIb ALL-WEATHER OPERATIONS
1. General
AeroSvit B767-300ER airplanes have been certified to operate to CAT IIIb Landing Minimum and will
meet this standard unless reclassified due to a system defect.
If an airplane has been reclassified to non CAT IIIb or non CAT IIIa, the aircraft may operate in this
condition in accordance with MEL requirements provided the aircraft is not required to land in CAT IIIb or CAT
IIIa for weather conditions.
The instrument and automatic flight control systems meet the associated performance standards if the
listed minimum equipment is operative at the time the CAT II / CAT IIIa / CAT IIIb approach is initiated.
ANY MEL ITEM, WHICH REFERS TO “APPROACH CATEGORY MINIMUM” SHOULD BE

THOROUGHLY REVIEWED IN ACCORDANCE WITH REGULATIONS OF THIS CHAPTER (ESSENTIAL
ATTENTION SHOULD BE PAID TO THE LIST OF REQUIRED AIRBORNE EQUIPMENT).
2. Procedure of the re-classification
a. Failure occurs at KBP

Due to a system defect the associated airplane must be re-classified according to AeroSvit MOE.
b. Failure occurs in flight

- follow the Flight Manual and Operation Manual instructions,
- advise the AeroSvit Operation Control about the CAT changes.
3. Category II/III operation supplementary procedure
a. General
For maintaining safe all-weather operations according to FAA Advisory Circulars No: 120-29. special
maintenance procedures are demanded for certain components. The components are called CAT II/III
Components and are defined as follows:
Components that are especially required for CAT II/IIIa/IIIb operation, and
- that directly effect the performance or accuracy of a CAT II/IIIa/IIIb approach,
- and for which deterioration of the performance or accuracy can not be excluded,
- and for which an adjustment to the nominal values possible.
b. Identification
CAT II/III components are identified in the Component Operation and Storage Limits under column
CAT by "Y" (YES).
CAT II/III components are marked with a yellow placard with a blue lettering: "CAT II/III"
c. Rules of suspension of Category II/IIIa operations
If a CAT II/III component is substituted by a component of a foreign airline, and the serviceable part
HASN'T GOT CAT II/III identification placard or/and Authorized Release Certificate or Airworthiness
Approval Tag (ARC/AAT/JAA FORM ONE), the CAT II/III Operation Permission for the affected
aircraft will be suspended, until a proper CAT II/III component will be installed.
Page xxi 20 AUG 2007

BOEING 767 MEL
LIST OF REQUIRED AIRBORNE EQUIPMENT
CATEGORY
CAT II CAT IIIa CAT IIIb
COMPONENTS
AP Channels (in APP Mode) 1 2 3
Flight Director System 2 - -

AUTOPILOT
AND AP Disengage light 1 1 1
FL. DIRECTOR
AUTOLAND Status Annunciator - 1(a) 2
AP Disengage Switches 2 2 2
A/T Including both Disengage Lights -(b) 1 1
Receivers 2 2 2
ILS
Indications (Course Bar and GS Pointer) 2 2 2
Attitude System IRU in NAV Mode 2(c) 2(c) 3
Attitude indications 2 2 2
Symbol Generators 2 2 2
RA Indication 2 2 2
EADI
DH Indication 2 2 2
AFDS Mode Status 2 2 2
FD Command Bars 2 - -
LRRA Transceiver 2 2 2
Marker Beacon 1 1 1
Windshield Wipers 2 2 2
Electrical Power Source Generators 2 2 3
Hydraulic Systems 3 3 3
(a) On the side of pilot conducting the flight.
(b) If pilot can keep approach speed within +/-5 knots limit from the target speed.
(c) Operative IRUs must be associated with the engaged autopilots.
Page xxii 20 AUG 2007

BOEING 767 MEL
K. REGULATIONS FOR ETOPS FLIGHTS DISPATCHING
AeroSvit B767-300ER airplanes have been certified to ETOPS operation and will be eligible for this
standard of operation unless reclassified due to a system defect.
The MEL is more restrictive to ETOPS operation than to NON-ETOPS operation with respect to the set of
the systems and components which must be operative for dispatching of the airplane. Several MEL items have
limitations or restrictions for ETOPS operation when dispatching the airplane with the subject item inoperative.
Whenever an airplane is released by maintenance for dispatch with items inoperative and MEL proviso for
inoperative item(s) contains restrictions or limitations for ETOPS operation maintenance shall advise dispatcher as
soon as possible for the restrictions or limitations and further comply with AeroSvit ETOPS MAINTENANCE
MANUAL for dispatching of an airplane.
All MEL items required for ETOPS operation flights are listed below for quick reference purpose. Also
some additional items partially related to ETOPS flight requirements within the remarks of the MEL are listed also
to draw attention when dispatching an airplane to ETOPS flights.
The enclosed table is to be used as a guide only. Refer to MEL directly.
Page xxiii 20 AUG 2007

BOEING 767 MEL
ETOPS RELATED MEL ITEMS

MEL ITEM ETOPS 90 minutes- 120 minutes- Beyond 120
Number for Number for minutes-
dispatch dispatch Number for
System / Part dispatch
21-51-1 Air Conditioning Pack 2 2 2
21-51-2 Pack Flow Control / Shutoff Valve 2 2 2
21-51-7 Air Cycle Machine 2 2 2
21-58-12 Instrument Cooling Monitor System 0 (a) 0 (a) 0(a)
22-10-1 Autopilot Systems 1 1 1
Check item 22-10-1 condition
22-11-4 Mode Control Panel Switches 1 1 1
23-11-1-2) HF Communication System 1 1 1
Check item 23-11-1-2) condition
23-12-2 Emergency Locator Transmitter 1 1 1
24-00-1 Engine Driven Generator System 1 1 2
24-00-2 APU Driven Generator 0 (b) 0 (b) 1
24-25-1 Hydraulic Motor Generators 0 (c) 0 (c) 0 (c)
24-25-2 Hydraulic Motor Generator Valve 0 (d) 0 (d) 0 (d)
26-11-1 Engine Fire Detection System Loops One loop per One loop per 4
engine engine
26-11-2 Engine Overheat Detection System One loop per One loop per 4
Loops engine engine
26-15-1 APU Fire Detection System Loops 1 1 2
26-22-1 APU Fire Extinguisher System 0 (e) 0 (e) 1
26-23-1 Lower Cargo Compartment Fire No.2 or 2A and No.2 or 2A and 3
Extinguisher System associated associated
indications may indications may
Check item 26-23-1-1) condition be inop be inop
28-22-1 Main Tank Fuel Pumps 3 3 4
28-22-3 Dual Fuel Crossfeed Valves 1 1 1
28-40-1-1) Crossfeed VALVE Light 1 1 1
(Single Valve Installation)
28-40-1-2) Crossfeed VALVE Light 1 1 1
(Dual Valve Installation)
28-41-1-1) Main Tank Indicators Fuel Tank 2 2 2
Quantity Indication Systems
(Flight Deck)
28-41-2-1) Fuel Quantity Processor Channels 2 2 2
29-11-3 Air Driven Pump (ADP) 0 (f) 0 (f) 0 (f)
Check item 24-25-1 & 29-11-3
conditions
29-32-1-3) ADP Pump OVHT Light 0 (f) 0 (f) 0 (f)
Page xxiv 20 AUG 2007

BOEING 767 MEL

Check item 24-25-1 & 29-32-1-3)
conditions
30-11-1 Wing Anti-Ice Valves 0 0 2
Check item 30-11-1 conditions
30-21-1-1) Engine Anti-Ice Cowl Valves 2 2 2
Check item 30-21-1-1) conditions
30-21-1-4) Engine Anti-Ice Cowl Valves 1 1 1
30-21-1-5) (Inoperative Open)
Check items 24-25-1 & 30-21-1-4)&
30-21-1-5) conditions
30-31-1 Pitot static Probe Heater System 3 3 4
Heater Elements
30-31-5 CAPT Pitot , and F/O PITOT Heat 0 0 2
Indicating Systems
(Heater OFF Monitor)
30-33-1 Temperature (TAT) Probe Heater 0 0 1
Systems
30-41-1-1) Flight Deck Window Heat Systems 1 1 2
No1 (FWD) Windows
Check item 30-41-1-1) conditions
31-41-1-1) EICAS Cathode Ray Tube 2 2 2
31-41-1-2) EICAS Computer 2 2 2
34-00-1 Instrument Source Select Switch At least one At least one At least one
Check item 34-00-1 condition FMC, EFIS, and FMC, EFIS, and FMC, EFIS, and
IRS switch must IRS switch must IRS switch must
operate operate operate
normally normally normally
34-21-1 IRS 2 2 2
Check item 34-21-1 condition (Left and Center (Left and Center (Left and Center
must operate must operate must operate
normally) normally) normally)
34-22-5 EFIS Symbol Generator 2 2 2
Check item 34-22-5 condition (L or R may be (L or R may be (L or R may be
inop) inop) inop)
34-61-1 Flight Management Computer System 1 1 1
36-11-1 ENG BLEED Pressure Regulating and 1 1 2
Shut of Valves If HMG isn’t If HMG isn’t
Check item 36-11-1 condition required required
36-11-2 High Pressure Shutoff Valves 1 1 1
36-11-3 Intermidiate Pressure Check Valves If HMG isn’t If HMG isn’t If HMG isn’t
(Low Pressure) required required required
Check item 36-11-2 & 36-11-3
condition
Page xxv 20 AUG 2007
BOEING 767 MEL

36-11-6 L and R Bleed ISLN Valves 1 1 2
36-11-7 Center Bleed ISLN Valve 0 0 0
Check item 36-11-7 condition If HMG isn’t If HMG isn’t If HMG isn’t
required required required
36-11-8 Engine Pressure Regulating Valve 1 1 2
Systems If HMG isn’t If HMG isn’t If HMG isn’t
Check item 36-11-8 condition required required required
36-12-1 Precooler’s 1 1 2
36-12-2 Fan Air (Precooler) Control System 0 0 2
36-22-1 Bleed Lights 1 1 1
36-22-3 OVHT Lights 1 1 1
49-11-1 APU 0 (b) 0 (b) 1
49-11-1-1) APU Pneumatic Function 0 0 0
49-15-1 APU Air Intake Door Actuation 0 (b) 0 (b) 1
System Inoperative Secured Closed
49-15-1-1) APU Air Intake Door Actuation 0 0 0
System Inoperative Open
74-00-1 Ignition System 3 (g) 3 (g) 3 (g)
a) If item 21-58-12 Category C option is used;

b) If item 24-00-2 Category A option is used;
c) If item 24-25-1 Category A option is used;
d) If item 24-25-2 Category A option is used;
e) If item 26-22-1 Category A option is used;
f) If item 24-25-1 Category A option is used;
g) If item 74-00-1 Category A option is used.
Page xxvi 20 AUG 2007

BOEING 767 MEL
INDEX OF MEL ITEMS
ITEM SUBJECT PAGE
ATA 21 – AIR CONDITIONING
----- System Diagrams 21-0.1

21-20-1 A/C Ozone Converters 21-1
21-24-1 Gasper Fan 21-2
21-25-1 Recirculation Fans 21-3
21-25-2 Recirculation Fan INOP Lights 21-4
21-28-1 Forward Cargo Air Conditioning System 21-5
21-29-1 N/A
21-31-1 Auto Cabin Pressure Control Systems 21-6
21-31-2 Manual Cabin Pressure Control System 21-8
21-31-3 Outflow Valve 21-9
21-32-1 Positive Pressure Relief Valves 21-10
21-33-1 CABIN Rate of Climb Indicator 21-11
21-33-2 CABIN DIFF Pressure Indicator 21-12
21-33-3 CABIN ALT Indicator 21-13
21-33-4 Outflow VALVE Position Indicator 21-14
21-33-5 AUTO INOP Light (Cabin Altitude Control) 21-15
21-33-6 Cabin Altitude Warning System 21-16
21-40-1 Cargo Heating Systems 21-17
21-40-2 Cargo Heat Indicating Systems (OVHT and/or ON Light) 21-18
21-45-1 Flight Crew Auxiliary Heat Systems 21-19
21-45-2 N/A
21-45-3 N/A
21-51-1 Air Conditioning Packs 21-20
21-51-2 Pack Flow Control/Shutoff Valves 21-23
21-51-3 PACK Temperature Control Systems (-200/-300) 21-24
21-51-4 Pack Temperature Control Valves (-200/-300) 21-25
21-51-5 Pack Altitude Switch (-200/-300) 21-26
21-51-6 N/A
21-51-7 Air Cycle Machine 21-27
21-52-1 Pack RESET Switches 21-28
21-52-2 Pack INOP Lights 21-29
21-52-3 Air Conditioning Pack OFF Lights 21-30
21-52-5 N/A
21-52-6 N/A
21-52-7 N/A
21-52-8 N/A
21-53-1 Ram Air Inlet/Exit Door Systems 21-31
21-58-1 Forward Equipment Cooling AUTO System 21-32
21-58-2 N/A
21-58-3 Forward Equipment Cooling Supply Fans 21-33
21-58-4 Forward Equipment Cooling Exhaust Fan 21-34
21-58-5 Aft Equipment/Lav/Galley Vent Fans 21-35
21-58-6 Forward Equipment Cooling Ground Supply Valve 21-36
21-58-7 Forward Equipment Cooling Overboard Exhaust Valve 21-37
21-58-8 Forward Equipment Cooling Inboard Supply Valve 21-38
21-58-9 N/A
Page xxvii 20 AUG 2007

BOEING 767 MEL
INDEX OF MEL ITEMS
ITEM SUBJECT PAGE

21-58-10 N/A
21-58-11 N/A
21-58-12 Instrument Cooling Monitor System 21-39
21-58-13 N/A
21-58-14 N/A
21-58-16 N/A
21-58-17 N/A
21-61-1 COMPT TEMP Control Systems (FWD/AFT or FWD/MID/AFT Cabin) 21-40
21-61-2 FLT DECK Temperature Control System 21-41
21-61-3 Trim Air Regulating / Shutoff Valve System(s) (Passenger Airplanes) 21-42
21-61-4 Zone Trim Air Modulating Valves 21-43
21-61-5 Trim Air OFF Light(s) 21-44
21-61-6 COMPT TEMP INOP Lights 21-45
21-61-7 Trim Air Check Valves (-200/-300) 21-46
21-61-8 N/A
21-64-1 Trim Air Valve Position Indicator 21-47
21-64-2 Forward Overboard Valve 21-48
21-65-1 COMPT TEMP Indications 21-49
21-66-1 N/A
ATA 22 – AUTO FLIGHT

22-10-1 Autopilot Systems 22-1
22-11-1 Control Wheel Disengage Switches 22-2
22-11-2 A/P DISC Light (-200/-300) 22-3
22-11-3 Mode Control Panel Selectors 22-4
22-11-4 Mode Control Panel Switches 22-5
22-11-5 Mode Control Panel Windows 22-7
22-11-6 Mode Control Panel Lights 22-8
22-14-1 Autoland Status Annunciators (-200/-300) 22-9
22-14-2 Automatic Landing System (AUTOLAND) 22-10
22-21-1 Yaw Dampers 22-11
22-21-2 Modal Suppression System 22-12
22-30-1 Thrust Management System (Including Autothrottle System) 22-12
22-30-2 Go-Around and Takeoff/Go-Around Switches 22-14
22-34-1 Autothrottle Disconnect (A/T DISC) Lights 22-15
22-41-1 Maintenance Control Display Panel 22-16
ATA 23 – COMMUNICATION
23-00-1 Moved to MEL item 23-51-5 23-1
23-10-1 N/A
23-11-1 Communications Systems (VHF, HF, UHF) 23-2
23-11-2 N/A
23-12-1 Deleted
23-12-2 Emergency Locator Transmitter ( ELT ) 23-4
23-21-1 Selective Call System (SELCAL) 23-5
23-22-1 ACARS SYSTEM 23-6
23-22-2 N/A
23-25-1 SAT Communication Systems 23-7
Page xxviii 20 AUG 2007

BOEING 767 MEL
INDEX OF MEL ITEMS
ITEM SUBJECT PAGE

23-31-1 Passenger Address System 23-8
23-31-2 Prerecorded Passenger Announcement System 23-9
23-31-3 Data moved to 23-51-5 23-10
23-40-1 Cabin/Service Interphone System 23-10
23-40-2 N/A
23-41-1 Alerting System 23-13
23-42-1 Cabin Attendent Handsets 23-14
23-43-1 Ground Crew Call System 23-15
23-51-1 Flight Deck Interphone System 23-16
23-51-2 Audio Select Panel 23-16
23-51-3 Flight Deck Speakers 23-17
23-51-4 Push-To-Talk (PTT) Switches 23-18
23-51-5 Flight Crew Communication Equipment 23-19
23-71-1 Cockpit Voice Recorder (CVR) System 23-20
ATA 24 – ELECTRICAL POWER

24-00-1 Engine Driven Generator Systems (IDG, GCB) 24-1
24-00-2 APU Driven Generator 24-2
24-11-1 Generator DRIVE Lights 24-3
24-25-1 Hydraulic Motor Generators (HMG) 24-4
24-25-2 Hydraulic Motor Generator Valves 24-5
24-27-1 BUS OFF Lights 24-6
24-27-2 GEN CONT OFF Lights 24-7
24-27-3 APU GEN OFF Light 24-8
24-27-4 BUS TIE ISLN Lights 24-9
24-27-5 UTILITY BUS OFF Lights 24-10
24-27-6 Generator FIELD OFF Lights 24-11
24-30-1 Standby Power Bus OFF Light 24-12
24-31-1 APU Battery 24-13
24-31-2 APU Battery Charger 24-14
24-31-3 N/A
24-32-1 N/A
24-32-2 N/A
24-41-1 External Power System(s) 24-15
24-51-1 N/A
24-51-2 Voltage Harmonic Filters 24-16
ATA 25 – EQUIPMENT / FURNISHINGS

25-00-1 Crewmember Shoulder Harness (Flight Deck) 25-1
25-11-1 Flight Crew Seat 25-2
25-11-2 Observer Seat(s) 25-3
25-20-1 Passenger Convenience Item(s) 25-5
25-25-1 Flight Attendant Seat Assembly (Single or Dual Position) 25-6
25-25-2 Passenger Seats 25-8
25-25-3 N/A
25-25-4 Underseat Baggage Restraining Bars 25-9
25-25-5 N/A
25-28-1 Overhead Storage Bin(s)/Cabin and Galley Storage Compartment/Closets 25-9
Page xxix 20 AUG 2007

BOEING 767 MEL
INDEX OF MEL ITEMS
ITEM SUBJECT PAGE

25-38-1 Lavatory Door Ashtrays 25-10
25-38-2 Galley Waste Receptacle Access Doors/Covers 25-11
25-41-1 Lavatory Waste Container Flapper/Access Doors 25-12
25-50-1 Lower Cargo Compartment Lining Panels 25-13
25-53-1 Cargo Loading System 25-14
25-54-1 Cargo Compartment Restraint Components 25-15
25-55-1 N/A
25-61-1 N/A
25-62-1 Flotation Equipment 25-16
25-63-1 Megaphones 25-17
25-63-2 Emergency Evacuation Signal System 25-18
25-63-3 FASTEN SEAT BELT WHILE SEATED Signs or Placards 25-19
25-63-4 Flight Attendant Flashlight/Holder Assemblies 25-20
25-63-5 N/A
25-63-10 Emergency Locator Transmitter (ELT) 25-20
25-64-1 Emergency Medical Equipment 25-21
25-66-3 Overwing Escape Squib Test System 25-22
ATA 26 – FIRE PROTECTION

26-10-1 N/A
26-11-1 Engine Fire Detection Systems 26-1
26-11-2 Engine Overheat Detection Systems 26-2
26-12-1 N/A
26-14-1 CARGO DET AIR Indicating System 26-3
26-15-1 APU Fire Detection System 26-4
26-16-1 Lower Cargo Compartment Fire Detection Systems (FWD and AFT) 26-5
26-16-2 N/A
26-17-1 Wheel Well Fire Detection System 26-6
26-18-1 DUCT LEAK Detection Systems 26-7
26-20-1 Fire BTL DISCH Lights 26-11
26-20-2 Fire Extinguisher SQUIB TEST System 26-12
26-22-1 APU Fire Extinguisher System 26-13
26-23-1 Lower Cargo Compartment Fire Extinguisher System 26-14
(Metered or Non-Metered Systems)
26-23-2 N/A
26-26-1 Portable Fire Extinguishers 26-17
26-26-2 Lavatory Fire Extinguisher Systems 26-18
26-26-3 Lavatory Smoke Detection Systems 26-19
ATA 27 – FLIGHT CONTROLS

27-03-1 FLT CONTROL SHUTOFF Valves 27-1
27-03-2 FLT CONTROL SHUTOFF OFF Valve Lights 27-2
27-08-1 Control Surface Position Indicating System 27-3
27-08-2 Flap Position Indicator System 27-4
27-09-1 N/A
27-11-1 Aileron Trim System 27-5
27-11-2 Outboard Aileron Lockout System 27-6
27-21-1 Rudder Ratio Light 27-7
Page xxx 20 AUG 2007

BOEING 767 MEL
INDEX OF MEL ITEMS
ITEM SUBJECT PAGE

27-21-3 Rudder Trim Indication System 27-7
27-31-1 N/A
27-32-1 Stall Warning Test Systems 27-8
27-32-2 N/A
27-41-1 Control Wheel Trim Switch Systems 27-9
27-41-2 Horizontal Stabilizer Primary Trim Channels 27-10
27-48-1 STAB TRIM Indicators 27-11
27-51-1 Automatic Flap Load Relief Retraction System (Trailing Edge) 27-12
27-62-1 Auto Speed Brake System 27-13
27-62-2 Speedbrake Caution Light System (-200/-300) 27-14
27-63-1 AUTO SPDBRK, SPOILERS, and STAB TRIM Lights 27-15
27-81-1 N/A
ATA 28 – FUEL
28-11-1 Sump Drain Valves 28-1
28-21-1 Pressure Fueling System 28-2
28-21-2 Fueling Receptacle Cap 28-3
28-22-1 Main Tank Fuel Pumps 28-4
28-22-2 Center Tank Fuel Pumps 28-5
28-22-3 Dual Fuel Crossfeed Valves 28-7
28-22-4 Center Tank Float Operated Shutoff Valves 28-8
28-22-8 N/A
28-25-1 APU (DC) Fuel Pump 28-9
28-25-2 APU Fuel Shutoff Valve 28-10
28-25-3 APU Fuel Isolation Valve 28-11
28-26-1 Defuel Valves 28-12
28-31-3 Fuel Jettison System 28-13
28-40-1 Crossfeed VALVE Light(s) 28-14
28-40-2 SPAR VALVE Lights (-200/-300) 28-15
28-41-1 Fuel Tank Quantity Indication Systems (Flight Deck) 28-16
28-41-2 Fuel Quantity Processor Channels 28-19
28-41-6 Fuel Quantity Indications (Fueling Panel) 28-20
28-41-7 Total Fuel Quantity Indication 28-21
28-42-1 Fuel Pump Low PRESS Lights 28-22
28-43-1 FUEL TEMP Indicating System 28-23
28-44-1 Measuring Sticks 28-24
ATA 29 – HYDRAULIC POWER

29-11-1 Engine Driven Hydraulic Pumps 29-1
29-11-2 Center System (Electric) Hydraulic Pumps 29-2
29-11-3 Air Driven Pump (ADP) 29-3
29-11-4 ADP Controller 29-5
29-11-5 Electric Demand Pump (ACMP) 29-6
29-18-1 Reservoir Service Quantity Indication 29-7
29-24-1 Power Transfer Unit (PTU) (Deleted) 29-8
29-31-1 Hydraulic Low SYS PRESS Lights 29-8
29-31-2 Pump Low PRESS Lights 29-9
29-31-3 HYD PRESS Indications (EICAS) 29-11
Page xxxi 20 AUG 2007

BOEING 767 MEL
INDEX OF MEL ITEMS
ITEM SUBJECT PAGE

29-32-1 Pump OVHT Lights 29-12
29-33-1 Hydraulic System Low QTY or RSVR Lights 29-14
29-33-2 HYD QTY Indications 29-15
ATA 30 – ICE AND RAIN PROTECTION

30-11-1 Wing Anti-Ice Valves 30-1
30-11-2 Wing Anti-Ice VALVE Lights 30-2
30-11-3 Wing Anti-Ice Ground Test 30-3
30-21-1 Engine Anti-Ice Valves 30-4
30-21-2 Engine Anti-Ice VALVE Lights 30-7
30-21-3 N/A
30-31-1 Pitot-Static Probe Heater System 30-8
30-31-2 Probe Heat Lights (Except CAPT and F/O PITOT) 30-9
30-31-3 N/A
30-31-4 N/A
30-31-5 CAPT PITOT, and F/O PITOT Heat 30-10
Indicating Systems (Heater OFF Monitor)
30-32-1 Angle of Attack Sensor Heater Systems 30-11
30-33-1 Temperature (TAT) Probe Heater Systems 30-12
30-34-1 Engine PT2/TT2 Probe Heater Systems 30-13
30-34-2 N/A
30-41-1 Flight Deck Window Heat Systems 30-14
30-41-2 Window Heat INOP Lights 30-15
30-41-3 WINDOW/PROBE HEAT Ground Test System 30-16
30-42-1 Windshield Wipers 30-17
30-43-1 Rain Repellent System 30-18
30-71-1 Drain Mast Heaters 30-19
30-72-1 Waste System Heaters 30-20
30-80-1 Ice Detection System 30-21
ATA 31 – INDICATING / RECORDING

31-25-1 Clocks 31-1
31-31-1 Flight Data Recorder (FDR) System 31-2
31-35-1 N/A
31-35-2 N/A
31-35-3 Aircraft Condition Monitoring System ( ACMS ) 31-3
31-41-1 Engine Indicating and Crew Alerting Systems (EICAS) (-200/-300) 31-4
31-51-1 Master Caution/Warning Systems 31-6
31-61-1 N/A
31-61-4 EICAS Status Messages 31-7
31-61-5 EICAS Signal Consolidation Card (SCC) 31-8
31-63-1 N/A
31-63-2 N/A
31-63-3 N/A
31-63-4 N/A
31-63-6 N/A
31-63-7 N/A
Page xxxii 20 AUG 2007

BOEING 767 MEL
INDEX OF MEL ITEMS
ITEM SUBJECT PAGE

31-63-10 N/A
31-63-11 N/A
ATA 32 – LANDING GEAR

32-30-1 Landing Gear Retracting System 32-1
32-31-1 Landing Gear Latch Solenoid 32-2
32-31-2 N/A
32-32-1 Main Gear Door Uplock Springs 32-3
32-35-1 N/A
32-35-2 N/A
32-41-1 Wheel Brakes 32-4
32-41-2 BRAKE SOURCE Light 32-6
32-41-3 Gear Retraction Braking System 32-7
32-42-1 ANTISKID System 32-8
32-42-2 Alternate Antiskid Valves 32-10
32-42-3 ANTISKID Light 32-11
32-42-4 Autobrake System 32-12
32-42-5 N/A
32-44-2 Parking Brake Valve 32-13
32-44-3 Parking Brake Lights 32-14
32-44-4 Brake Accumulator Pressure Gauge (Wheel Well) 32-15
32-44-5 BRAKE PRESS Gauge (Flight Deck) 32-16
32-45-1 N/A
32-45-2 Nose Wheel Spin Brakes (Snubbers) 32-17
32-45-3 Tire Pressure Indicating System 32-18
32-46-1 Wheel Brake Temperature Monitoring System (BTMS) 32-19
32-46-2 N/A
32-51-1 Rudder Pedal Nose Wheel Steering 32-20
32-61-1 Landing Gear DOORS Light System (-200/-300) 32-21
32-61-2 Landing Gear Door Latch Proximity Sensor 32-22
32-71-1 Tail Skid (-300) 32-24
32-71-2 Tail Skid Indication System (-300) 32-25
ATA 33 – LIGHTS
33-11-1 Flight Compartment and Instrument Lighting System 33-1
33-14-1 Supernumerary Reading Lights 33-2
33-16-1 Master Dim and test System 33-3
33-20-1 N/A
33-21-1 Cabin Interior Illumination System 33-4
33-24-1 Passenger Notice System (NO SMOKING/FASTEN SEAT BELT Signs) 33-5
33-31-1 Wheel Well Lights 33-6
33-31-2 Exterior Cargo Loading Area Lights 33-7
33-31-3 Service Lights 33-8
33-31-4 Electrical Equipment Center Lights 33-9
33-37-1 Cargo Compartment Lights 33-10
33-37-2 N/A
Page xxxiii 20 AUG 2007

BOEING 767 MEL
INDEX OF MEL ITEMS
ITEM SUBJECT PAGE

33-41-1 Wing Illumination Lights 33-11
33-42-1 Landing Lights 33-12
33-42-2 Taxi Lights 33-13
33-42-3 Runway Turn-Off Lights 33-14
33-43-1 Position Lights (Bulbs) 33-15
33-43-2 N/A
33-44-1 Anti-Collision Lights (Red Strobes/White Strobes) 33-16
33-45-1 Logo Lights 33-17
33-51-1 Interior Emergency Lighting System (Battery Powered) 33-18
33-51-2 Exterior Emergency Lighting System 33-19
33-51-3 Emergency Escape Path Marking System 33-20
ATA 34 – NAVIAGATION
34-00-1 Instrument Source Select Switches 34-1
34-13-1 N/A
34-13-2 Mach / Airspeed Warning Systems (Visual and Aural) 34-3
34-13-6 Standby Altimeter Vibrator 34-4
34-13-7 Total Air Temperature Indication (TAT) 34-5
34-13-8 N/A
34-13-9 N/A
34-13-10 N/A
34-16-1 Altitude Alerting System 34-6
34-21-1 Inertial Reference Systems 34-7
34-22-1 Deleted
34-22-2 Deleted
34-22-3 Radio Distance Magnetic Indicators (RDMI) (-200/-300) 34-8
34-22-4 Flight Director Systems 34-9
34-22-5 Electronic Flight Instrument System (EFIS) Symbol Generators (-200/-300) 34-10
34-22-6 EFIS Control Panel Map Switches 34-11
34-22-7 EFIS Speed Tape (-200/-300) 34-12
34-22-8 Pitch Limit Indicators 34-13
34-23-1 Magnetic Compass (Standby) 34-14
34-24-1 Standby Attitude / ILS Indicator 34-15
34-24-2 N/A
34-24-3 N/A
34-25-1 N/A
34-26-1 N/A
34-30-1 Taxi Speed Indication (Moved to 32-42-5)
34-31-1 ILS Systems 34-16
34-32-1 Marker Beacon System 34-17
34-33-1 Radio Altimeters (RA) 34-18
34-33-2 N/A
34-40-1 N/A
34-43-1 Weather Radar Systems 34-19
34-46-1 Ground Proximity Warning System 34-20
34-46-2 Windshear Guidance and Alerting System (Deleted)
34-51-1 VOR Navigation Systems 34-22
34-53-1 ATC Transponder/Automatic Altitude Reporting Functions 34-23
34-55-1 Distance Measuring Equipment Systems 34-24
Page xxxiv 20 AUG 2007

BOEING 767 MEL
INDEX OF MEL ITEMS
ITEM SUBJECT PAGE

34-57-1 Radio Compass (ADF) Systems 34-25
34-58-1 N/A
34-60-3 N/A
34-61-1 Flight Management Computing Systems (FMCS) 34-27
34-61-2 Traffic Alert Collision Avoidance System (TCAS) 34-30
ATA 35 – OXYGEN
35-11-2 Crew Oxygen System 35-1
35-20-1 PBE Smoke Hoods 35-2
35-21-1 Passenger Oxygen System 35-3
35-31-1 Portable Oxygen Dispensing Units (Bottle and Mask) 33-4
ATA 36 – PNEUMATIC
36-00-1 N/A
36-11-1 ENG BLEED Pressure Regulating and Shutoff Valves (PRSOV) 36-1
36-11-2 High Pressure Shutoff Valves (HPSOV) 36-3
36-11-3 Intermediate Pressure Check Valves (Low Pressure) 36-4
36-11-4 APU BLEED Valve 36-5
36-11-5 APU BLEED Check Valve 36-6
36-11-6 L and R Bleed ISLN Valves 36-7
36-11-7 Center Bleed Isolation Valve 36-8
36-11-8 Engine Bleed Pressure Regulating Valves (PRV) 36-9
36-11-9 N/A
36-11-10 N/A
36-12-1 Precoolers 36-11
36-12-2 Fan Air (Precooler) Control Systems 36-12
36-21-1 Bleed Air DUCT PRESS Indication Systems 36-13
36-21-2 Engine Bleed Air OFF Lights 36-14
36-21-3 N/A
36-22-1 BLEED Lights (-200/-300) 36-15
36-22-2 N/A
36-22-3 OVHT Lights 36-16
36-22-4 L and R Bleed ISLN VALVE Lights 36-17
36-22-5 C Bleed ISLN VALVE Light 36-18
36-22-6 APU Bleed VALVE Light 36-19
36-22-7 N/A
ATA 38 – WATER / WASTE

38-10-1 Potable Water System 38-1
38-30-1 Lavatory Systems 38-2
38-32-1 N/A
ATA 49 – AIRBORNE AUXILIARY POWER

49-11-1 Auxiliary Power Unit 49-1
49-15-1 APU Air Intake Door Actuation System 49-2
49-61-1 APU External Control System 49-4
49-61-2 N/A
Page xxxv 20 AUG 2007

BOEING 767 MEL
INDEX OF MEL ITEMS
ITEM SUBJECT PAGE

49-70-1 APU FAULT Light 49-5
49-70-2 APU RUN Light 49-6
49-71-1 APU EGT Indication 49-7
49-72-1 APU Hourmeter System 49-8
49-72-2 N/A
49-73-1 APU RPM Indication 49-9
49-94-1 APU OIL QTY Indication 49-10
49-94-2 N/A
ATA 52 – DOORS
52-11-1 Main Entry / Service Door EMERGENCY ONLY Armed Indicators 52-1
52-11-2 Main Entry / Service Door Arming Lever Hinged Covers 52-2
52-11-3 Entry Door Power Opening Assist 52-3
52-11-4 Main Entry Door / Slides 52-4
52-30-1 Lower Cargo Doors 52-6
52-30-2 Moved to 52-30-1
52-30-3 Cargo Door Control Panel Indicating Systems 52-7
52-32-1 N/A
52-34-1 Cargo Door Stop Fitting Bearing Plates (Std Doors Only) 52-8
52-35-1 Bulk Cargo Door Balance Mechanism 52-9
52-50-1 N/A
52-51-1 N/A
52-51-2 N/A
52-51-3 Boeing Enhanced Flight Deck Security Door Automatic Locking System 52-11
52-51-4 Boeing Enhanced Flight Deck Security Door Dead Bolt 52-13
52-51-5 N/A
52-51-6 N/A
52-71-1 Door Indication System 52-14
52-73-1 N/A
ATA 56 – WINDOWS
56-11-1 Flight Compartment Windows 56-1
56-31-1 N/A
ATA 73 – ENGINE FUEL & CONTROL

73-14-1 N/A
73-14-2 N/A
73-14-3 N/A
73-21-1 Electronic Engine Control (EEC) Systems 73-1
73-21-2 Electronic Engine Control (EEC) Inop Lights 73-3
73-21-3 Fuel Control ENG VALVE Lights (-200/-300) 73-4
73-21-4 Moved to 73-21-8
73-21-5 EEC Rating Data Entry Plug (PW4000) (Deleted)
73-21-6 N/A
73-21-7 N/A
73-21-8 Approach Idle / Minimum Idle Systems 73-5
73-21-9 Engine Supplemental Control Unit (PW4000) 73-7
73-31-1 Fuel Flow Indications 73-8
Page xxxvi 20 AUG 2007

BOEING 767 MEL
INDEX OF MEL ITEMS
ITEM SUBJECT PAGE

73-32-1 Moved to 28-43-1
ATA 74– IGNITION

74-00-1 Ignition Systems 74-1
74-00-2 N/A
ATA 75 – BLEED AIR

75-21-1 IDG Air /Oil Cooler Valves 75-1
75-21-2 Engine Air /Oil Cooler Valves (PW4000) 75-3
75-23-1 Nacelle Zone Ventilation Valves (PW) and 75-4
75-23-2 N/A
75-24-1 Turbine Case Cooling Systems 75-5
75-24-2 Turbine Cooling Air Systems 75-6
ATA 77 – ENGINE INDICATING

77-00-1 Target Parameter Indications 77-1
77-11-1 Engine Pressure Ratio (EPR) Systems 77-2
77-12-1 N/A
77-12-2 N2 Tachometer Systems (EICAS) (-200/-300) 77-3
77-12-3 N/A
77-12-4 N/A
77-21-1 EGT Indications (Standby Engine Indicator) (-200/-300) 77-4
77-22-1 N/A
77-31-1 Vibration Indicating Systems 77-5
ATA 78 – ENGINE EXHAUST

78-31-1 Thrust Reversers 78-1
78-34-1 REV ISLN Valve Light (-200/-300) 78-2
78-34-2 Engine Reverse Lever Interlocks 78-3
78-34-3 N/A
78-36-1 REV Unlock Indications 78-4
78-36-2 Full REV Position Indications 78-5
78-36-3 Reverser Position Sensing Systems 78-6
ATA 79 – ENGINE OIL

79-31-1 OIL QTY Indications 79-1
79-32-1 N/A
79-33-1 Low ENG OIL PRESS Light System (-200/-300) 79-2
79-34-1 Engine Bearing No 3 Scavenge Oil Temperature Indications (PW4000) 79-3
79-34-2 N/A
79-35-1 Oil Filter Bypass Warning Systems (PW and GE) 79-4
79-35-2 N/A
79-35-3 N/A
ATA 80 – STARTING
Page xxxvii 20 AUG 2007

BOEING 767 MEL
INDEX OF MEL ITEMS
ITEM SUBJECT PAGE

80-00-1 Engine Start VALVE Lights 80-1
80-00-2 Engine Start Valves 80-2
80-11-2 Starter Switch Holding/Cutout Systems 80-3
Page xxxviii 20 AUG 2007

BOEING 767 MEL
21. AIR CONDITION
COOLING PACK (TOP VIEW)
21-0.1 20 AUG 2007

BOEING 767 MEL
21. AIR CONDITION
AIR CONDITIONING SYSTEM DIAGRAM
21-0.2 20 AUG 2007

BOEING 767 MEL
21. AIR CONDITION
21-0.3 20 AUG 2007

BOEING 767 MEL
21. AIR CONDITION
CABIN ALTITUDE CONTROL AND CARGO HEAT SYSTEM
21-0.4 20 AUG 2007

BOEING 767 MEL
21. AIR CONDITION
21-0.5 20 AUG 2007

BOEING 767 MEL
21. AIR CONDITION
FORWARD EQUIPMENT COOLING
21-0.6 20 AUG 2007

BOEING 767 MEL
21. AIR CONDITION

REPAIR INTERVAL NUMBER INSTALLED
NUMBER REQUIRED FOR DISPATCH

ITEM
REMARKS OR EXCEPTIONS
21-20-1 A/C Ozone Converters C - 0
EICAS STATUS MESSAGES

None
PLACARD
Airplane flight log as appropriate - A/C OZONE CONVERTER(S) INOP
21-1 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-24-1 Gasper Fan D 1 0

None
PLACARD
As appropriate
21-2 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-25-1 Recirculation Fans
1) (-200/-300) C 2 1
C 2 0 May be inoperative provided both packs operate

normally.
NOTE 1: With a recirculation fan failed, or turned off, the associated a/c pack goes to the high flow mode.
NOTE 2: N/A
NOTE 3: For -300 with both recirculation fans off the fuel flow will increase approximately 0.6%.
NOTE 4: N/A

HI FLOW INHIBIT (-200/300)
HI FLOW ON
PLACARD
As appropriate - L (R) RECIRC FAN INOP
21-3 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-25-2 Recirculation Fan INOP C 2 0 (M) May be inoperative provided associated EICAS
Lights message is verified to operate normally.

None
PLACARD
As appropriate
21-4 20 AUG 2007

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-28-1 Forward Cargo Air D 1 0 *
Conditioning System
* NOTE 1: Carriage of animals and perishables in forward cargo compartment may be affected.
NOTE 2: The Forward Cargo Air Conditioning A/C System consists of several components which may be
inoperative.
CARGO A/C CONT CARGO TRIM AIR

CARGO A/C TEMP COND CARGO VALVE
CARGO EXH FAN CGO GND EX VALVE
CARGO EXH VALVE FWD CARGO FAN
PLACARD
As appropriate or as directed in MAINTENANCE procedure
OPERATIONS NOTE
Backup Mode Operation: Adjust the Cargo selector as necessary to maintain appropriate Forward Cargo
temperature (temperature indication available on EICAS Status page). Panel P5
Forward Cargo Heat switch-light and/or Forward Cargo A/C switch (push type or
rotary) remains OFF as appropriate.
21-5 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-29-1 N/A
21-31-1 Auto Cabin Pressure Control C 2 1 One may be inoperative provided the manual mode
Systems and one autopilot operate normally.
C 2 0 (M) (O)May be inoperative provided:
a) Flight is conducted in an unpressurized

configuration,
b) Manual cabin pressure control system
operates normally,
c) For cargo compartments with Class C fire
suppression, procedures are established and
used to ensure the associated compartment
remains empty, or is verified to contain
only empty cargo handling equipment,
ballast (ballast may be loaded in ULDs),
and /or Fly Away Kits
d) N/A
e) N/A
f) N/A
configuration,
b) Extended overwater flight is prohibited,
and /or Fly Away Kits
d) N/A.
NOTE 1 Compartments with class C fire suppression are those which utilize fire retardant bottles.
NOTE 2: The -300 airplanes with New Look Interior (similar to 777), without the modified equipment
cooling duct (per SB 767-21-0178), cannot be dispatched unpressurized. Refer to your AFM
Limitations.

CABIN ALT AUTO 1
CABIN ALT AUTO 2
PLACARD
As appropriate:
Cabin Altitude Control panel mode select (P5) - AUTO 1 (2) INOP and/or MAN INOP
If both auto control systems are inoperative:
Cabin Altitude Control panel (P5) - UNPRESSURIZED FLIGHT ONLY
21-6 20 AUG 2007

BOEING 767 MEL
21. AIR CONDITION
OPERATIONS (O)
1. For unpressurized flight:
A. If MAN mode operates normally, extended overwater flight may be conducted. Flight crew should not
change outflow valve position with manual control except as required for non-normal procedures. If
MAN mode does not operate normally, extended overwater flight is prohibited.
B. During engine start, low flow indication may occur due to a momentary pack off condition.
C. Perform the following procedure as appropriate:

On passenger airplanes with class C cargo fire suppression (see note previous page), ensure that forward,
aft and bulk cargo compartments are empty, or contain only empty cargo containers, pallets, ballast, or
cargo restraint components.
D. E/E cooling system is configured for smoke removal. The Non-Normal procedure "Forward Equipment
Smoke" is not used. E/E cooling "VALVE" Annunciator and EICAS message, "FWD EQPT VAL"
should be ignored.
E. Limit enroute altitude to less than 10,000 feet if possible.

NOTE 1:At or above 10,000 feet, be prepared for CABIN ALT (red) light to illuminate and aural
warning to sound. Aural warning can be silenced.
NOTE 2:Flight above 10,000 feet is allowed only if special oxygen requirements are satisfied for flight
crew, cabin crew and passengers - see F.A.R. 121.329.
F. Do not use two air conditioning packs.
1) For -200/-300 classic interior (all, except those with New Look Interior), use zero or one air
conditioning pack.
2) For -200ER with New Look Interior (similar to 777), use one air conditioning pack.
3) For -300 with New Look Interior (similar to 777) and modified equipment cooling duct (per SB 767-
21-0178 or production equivalent), use one air conditioning pack.
G. To avoid passenger/flight crew discomfort, after takeoff obstacle clearance has been assured, limit
climb and descent to approximately 500 fpm.
H. Give consideration to passenger comfort due to reduced air circulation and temperature control,
particularly with high density loads and with extremely hot or cold ambient temperatures. With both
packs off, there is adequate ventilation in the flight deck and passenger cabin to ensure that CO2
concentrations do not reach unacceptable levels. If both recirculation fans are operative, both should
be used.
I. Flight attendants should be notified that forward galley chiller is inoperative.
J. Ditching Requirements
1) Flight crew must not change outflow valve position except for ditching.
2) In case of ditching, equipment cooling OUTBD VALVE circuit breaker must be pushed in.
3) If outflow valve tool is installed or outflow valve is inoperative, extended overwater flight is
prohibited.
4) If outflow valve MAN mode operates normally, extended overwater flight can be conducted. Flight
crew should not change outflow valve position with the manual control except as required for non-
normal procedures.
21-7 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-31-2 Manual Cabin Pressure C 1 0 May be inoperative provided both auto cabin
Control System pressure control systems operate normally.

configuration,
ballast (ballast may be loaded in ULDs) ,
and/or Fly Away Kits,
d) N/A.
NOTE: Cargo compartments with class E fire suppression are those which do not have fire bottles. The
class E compartment utilizes oxygen depravation by depressurizing at altitude. Compartments with
class C fire suppression are those which utilize fire retardant bottles.

None
PLACARD
Cabin Altitude Control Mode Select - MAN MODE INOP
OPERATIONS (O)
For unpressurized flight, use MEL item 21-31-1 Operations (O) procedure.
21-8 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-31-3 Outflow Valve C 1 0 (M) (O)May be inoperative provided:
configuration,
d) N/A.

None
PLACARD
Cabin Altitude Control panel (P5) - OUTFLOW VALVE INOP
OPERATIONS (O)
21-9 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-32-1 Positive Pressure Relief C - - (M) One may be inoperative closed.
Valves
C - 0 (M) (O)May be inoperative provided:
configuration,
and/or Fly Away Kits, remain empty,
d) N/A
e) N/A
f) N/A
C - 0 (M) (O)May be inoperative provided:
configuration,
b) Manual cabin pressure control system
operates normally,
d) N/A
e) N/A
f) N/A
NOTE 1: Compartments with class C fire suppression are those which utilize fire retardant bottles.
NOTE 2: 767-200/300 has 2 positive pressure relief valves.

None
PLACARD
Cabin Altitude Control panel (P5) - POS PRESS RELIEF VALVE(S) INOP
OPERATIONS (O)
21-10 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-33-1 CABIN Rate of Climb С 1 0 May be inoperative provided both
Indicator automatic pressure control systems
operate normally.
С 1 0 (M) (O)May be inoperative provided:

configuration,
b) For cargo compartments with Class C fire
c) N/A
d) N/A
e) N/A

None
PLACARD
Cabin Rate of Climb Indicator - CABIN RATE INOP
OPERATIONS (O)
21-11 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-33-2 CABIN DIFF Pressure С 1 0 (O)May be inoperative provided:
Indicator a) CABIN ALT indicator operates normally,
and
b) A chart is provided to convert cabin
altitude to cabin differential pressure.
С 1 0 (M) (O)May be inoperative provided:
configuration,
and/or Fly Away Kits

None
PLACARD
Cabin differential pressure indicator (P5 panel)-CABIN DIFF INOP
OPERATIONS (O)
1. For unpressurized flight, use MEL item 21-31-1 Operations (O) procedure.
2. For pressurized flight, use following chart to convert cabin altitude to cabin differential pressure:
21-12 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-33-3 CABIN ALT Indicator C 1 0 (O)May be inoperative provided:
a) CABIN DIFF pressure indicator operates
normally, and
b) A chart is provided to convert cabin
differential pressure to cabin altitude.

configuration,
c) N/A
d) N/A
e) N/A

None
PLACARD
Cabin altitude indicator (P5 panel) - CABIN ALT INOP
OPERATIONS (O)
1. For pressurized flight, use chart provided in MEL item 21-33-2 OPERATIONS (O) procedure.
2. For unpressurized flight, use MEL item 21-31-1 OPERATIONS (O) procedure.
21-13 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-33-4 Outflow VALVE Position C 1 0
Indicator

None
PLACARD
Cabin Outflow Valve Position Indicator (P5 Panel) -VALVE POS IND INOP
21-14 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-33-5 AUTO INOP Light (Cabin C 1 0 (O)May be inoperative provided:
Altitude Control) a) Both automatic pressure control systems
operate normally, and
b) CABIN ALT or CABIN RATE of Climb
indicator operates normally.

None
PLACARD
Cabin mode select auto inop light - CABIN MODE AUTO INOP LIGHT INOP
OPERATIONS (O)
Ear discomfort or unscheduled change in cabin altitude are indications of both automatic pressure control
systems failure. In the event of a dual failure, select MANUAL on Cabin Altitude Control Mode Select Panel.
Manually control cabin altitude and rate of change.
21-15 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-33-6 Cabin Altitude Warning C 1 0 May be inoperative provided flight remains at or
System below 10,000 feet MSL.

None
PLACARD
Airplane flight log - CABIN ALT WARNING SYSTEM INOP
21-16 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-40-1 Cargo Heating Systems
1) Fwd and Aft C 2 0 (M)May be inoperative deactivated.
2) Bulk C 1 0 (M)May be inoperative deactivated.
a) Bulk Cargo Vent C 1 0 (O) May be inoperative provided Bulk Cargo Heat
Fan Selector remains in NORM position.
NOTE 1: With cargo heat inoperative, associated cargo compartment temperature may drop below freezing.
NOTE 2: During hot weather ground operations the cargo temperature may exceed 32 degrees C, causing the
OVHT light to illuminate and EICAS message FWD (AFT, BULK) CARGO OVHT to display.

BULK CARGO FAN
PLACARD
Associated Cargo Heat switchlight as appropriate - FWD (AFT or BULK) CARGO HEAT INOP
OPERATIONS (O)
Animals should not be carried in the Bulk Cargo Compartment with the Bulk Cargo Heating System and/or
Bulk Cargo Vent Fan inoperative unless consideration is given to heat, humidity, and CO2 conditions for flight.
21-17 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-40-2 Cargo Heat Indicating
Systems (OVHT and/or ON
Light)
1) Fwd and Aft
a) (-200/ -300) C - 0 (M)May be inoperative provided overheat protective

system(s) is verified to operate normally.
C - 0 May be inoperative provided associated cargo heat

system is selected OFF.
b) N/A
2) Bulk
a) (-200/ -300) C 1 0 (M)May be inoperative provided overheat protective
system(s) is verified to operate normally.
C 1 0 May be inoperative provided bulk cargo heat system

is selected OFF.
b) N/A

None
PLACARD
Associated Fwd, Aft, Bulk Cargo Heat switchlight as appropriate - FWD (AFT or BULK) CARGO HEAT IND
INOP or FWD (AFT or BULK) CARGO HEAT INOP
OPERATIONS NOTE
1. If the MEL deferral is for an inoperative light, then a cargo compartment overheat will be annunciated by
the EICAS Advisory messages FWD CARGO OVHT, AFT CARGO OVHT, or BULK CARGO OVHT.
2. If the MEL deferral is for an inoperative relay, then the EICAS messages may not operate.
3. If cargo heat is selected OFF, consideration should be given to the heat, humidity, and CO2 affects on any
animals carried in that associated compartment.
21-18 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-45-1 Flight Crew Auxiliary Heat C 4 0 May be inoperative OFF.
Systems
C 4 0 (M)May be inoperative provided associated system is

deactivated off.
NOTE: Any portion which operates normally may

be used.

None
PLACARD
As appropriate - FOOT HEATER (HI/LOW) INOP and/or SHOULDER HEATER (HI/LOW) INOP
21-19 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-45-2 N/A
21-45-3 N/A
21-51-1 Air Conditioning Packs
ER
1) -200/300 C 2 1 (O) One may be inoperative provided:
a) Airplane remains at or below FL 350, and
b) Flight remains within 60 minutes of
landing at suitable airport.
2) N/A
3) Passenger Airplanes C 2 0 (M) (O)May be inoperative provided:

with Classic Interior a) Flight is conducted in an unpressurized
(-200/-300) configuration,
b) Both recirculation fans operate normally,
and
c) Procedures are established and used to
ensure the lower cargo compartments
remain empty, or are verified to contain
(ballast may be loaded in ULDs), and/or
Fly Away Kits.
NOTE 1: Turning a pack OFF will cause the flow control valve (FCV) to close; this subsequently disables
the forward cargo air conditioning.
NOTE 2: The Classic Interior is on most -200/-300 passenger airplanes. Some AMM sections refer to the
Classic Interior as the “Old Style Interior.” Airplanes with the Classic interior can be dispatched
with either one pack inopertive or two packs inoperative, per the MEL. The 767 New Look Interior
(NLI), also known as the Signature Series Interior, is similar to the 777 interior. Airplanes with
NLI can be dispatched with one pack inoperative, but not two packs inoperative, per the MEL.

HI FLOW INHIBIT (-200/-300)
HI FLOW ON (-200/-300)
PLACARD
Pack Control Selector as appropriate - L (R) PACK INOP
OPERATIONS (O)
NOTE 1: N1 REF displayed during the takeoff roll may be up to 0.2% less than published takeoff thrust
settings such as those in the QRH. The effect on airplane performance has been included in the
performance adjustment. Adjust takeoff thrust to match displayed N1 REF prior to 80 knots.
NOTE 2: Selecting the inoperative pack OFF will cause both the PACK OFF light and L(R) PACK OFF
message to illuminate.
21-20 20 AUG 2007
BOEING 767 MEL
21. AIR CONDITION
1. One pack inoperative information:
A. Associated Engine Bleed OFF Light and L(R) ENG BLEED OFF advisory message may display during
periods of low bleed air demand, for example, with L(R) Pack Flow Control/Shutoff Valve(s) closed. The
light and message will extinguish when bleed air demand increases to open the PRSOV.
B. For dispatch with one pack inoperative, if the second pack fails during flight, cabin and flight deck
ventilation will be limited and temperatures may become excessive. Relative humidity levels could
exceed 80%. The following information should be used in planning the flight:
C. -200/-300:
1) Close cabin window shades.
2) Shut off all nonessential cabin electrical power, including galley chillers, lights, tv monitors, and
video players.
3) Keep recirculation fans on.
4) Slow airplane to Mach 0.4, or slowest safe operating speed. For planning purposes and additional
information, refer to Holding Planning text and table in Quick Reference Handbook, Performance
Inflight.
5) Select cabin pressure selector to manual (MAN).
6) Select outflow valve (OFV) to fully open position.
7) Some limited ventilation will be available in the cabin and flight deck due to air being drawn into the
airplane through the negative pressure relief valves and exhausted out through the outflow valve.
8) Use TABLE 1 below to estimate expected Cabin and Flight Deck Temperatures for flight following
enroute failure of the remaining Pack. The temperatures in Table 1 assume procedures in number 1
and 2 above are followed.
2. Two packs inoperative information (-200/-300 classic interior only):
A. See MEL item 21-31-1 OPERATIONS (O) procedure for unpressurized flight.
B. Some ventilation will be available in the cabin due to air being drawn into the outflow valve and
exhausted out through the E/E cooling exhaust valve.
C. To further lower cabin and flight deck temperatures, do the following:

1) Close cabin window shades.
2) Shut off all nonessential cabin electrical power, including galley chillers, lights, TV monitors, and
video players.
3) Keep recirculation fans on.
4) Slow airplane to mach 0.4, or slowest safe operating speed. For additional information, refer to
Holding Planning text and table in Quick Reference Handbook, Performance Inflight.
D. Use TABLE 1 to estimate expected Cabin and Flight Deck Temperatures for dispatch with both Packs
inoperative. The temperatures in Table 1 assume procedures in number 1 and 3 above are followed.
21-21 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION
TABLE 1: ESTIMATED FLIGHT DECK AND PASSENGER CABIN TEMPERATURES AFTER 30

MINUTES OF FLIGHT AT 9500 FT. MSL WITH BOTH PACKS INOPERATIVE (-200/-300 Only).
NOTE 1: For passenger cabin and flight deck temperatures during unlimited flight time, add 5°C (9°F) to
above values.
NOTE 2: Flight deck temperatures based on maximum solar radiation. For night time flight, expected
temperatures will be 4°C (7°F) lower.
NOTE 3: It is recommended that flights are operated to ensure that a flight deck temperature of 95°F /
35°C is not exceeded.
21-22 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-51-2 Pack Flow Control/Shutoff C 2 - (M) (O) May be inoperative closed for an associated
Valves inoperative pack.
ER
1) Hi Flow Mode (-200/- C 2 1 Except for ER operations, one may be inoperative
300 Passenger) provided the remaining (opposite) pack operates
normally.
2) N/A
NOTE: Turning a pack OFF will cause the flow control valve (FCV) to close; this subsequently disables
the forwand cargo air conditioning.

HI FLOW ON (-200/-300)
HI FLOW INHIBIT (-200/-300)
PLACARD
Pack Control Selector as appropriate - L (R) PACK INOP or HIGH FLOW MODE INOP'
OPERATIONS (O)
1. See Item 21-51-1 (Air Conditioning Packs), for required OPERATIONS procedure for Pack(s)
inoperative when dispatching with one or both Pack Flow Control/Shutoff Valves inoperative.
2. Associated Engine Bleed OFF Light and L(R) ENG BLEED OFF advisory message may display during
periods of low bleed air demand, for example, with L(R) Pack Flow Control/Shutoff Valve(s) closed..
The light and message will extinguish when bleed air demand increases to open the PRSOV.
21-23 20 AUG 2007

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-51-3 PACK Temperature Control C 2 0 May be inoperative OFF for an associated
Systems (-200/-300) inoperative pack(s).
1) Auto Mode C 2 0 May be inoperative provided associated Standby

Mode operates normally.
2) Standby Mode С 2 0 May be inoperative provided associated Auto Mode

operates normally.

None
PLACARD
Pack control selector as appropriate - AUTO (STBY) PACK CONTROL INOP
21-24 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-51-4 Pack Temperature Control C 2 1 (M) (O) One may be inoperative deactivated in the
Valves (-200/-300) mid position provided:
a) Associated pack is operated in STBY, and
b) Remaining (opposite) pack operates
normally in AUTO.
C 2 1 (M) One may be inoperative closed in STBY

provided the remaining (opposite) pack operates
normally in AUTO.
C 2 0 May be inoperative for an associated inoperative

pack(s).

None
PLACARD
Pack control selector as appropriate - L (R) PACK TEMP CTR VLV INOP MID (CLOSED) POS
OPERATIONS (O)
1. For Pack Temperature Control Valve deactivated in the Mid-Position: Place associated PACK Control
Selector to STBY.
21-25 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-51-5 Pack Altitude Switch (-200/- C 1 0
300)

None
PLACARD
As appropriate.
21-26 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-51-6 N/A
21-51-7 Air Cycle Machine
ER
1) (-200/-300) C 2 1 (M) (0) Except for ER operations, one may be
inoperative provided:
a) Associated pack is operated in STBY
WARM,
b) Flow control valve in the associated pack is
verified to operate normally,
c) Remaining (opposite) pack operates
normally, and
d) Associated pack is turned OFF at TAT
above 0 degrees C.
2) N/A

None
PLACARD
For -200/-300, associated pack control selector as appropriate - L (R) ACM INOP - OPERATE IN STBY W
OPERATIONS (O)
-200/-300:
1. If failure of the other pack occurs, the pack with the inoperative ACM may be turned off below 10,000
feet if necessary to control cabin temperature.
2. For passenger airplanes, temperatures in the 767-300 flight deck, cabin and cargo compartments may
become uncomfortably warm above the following outside air temperatures at the listed flight levels:
FL 350 -20F(-29C)
FL 370 -40F(-40C)
FL 390 -60F(-51C)
FL 430 -70F(-57C)
If comfortable temperatures inside the airplane cannot be maintained at altitude, descend to a lower flight
level to improve cooling.
3. Associated Engine Bleed OFF Light and L(R) ENG BLEED OFF advisory message may display during
periods of low bleed air demand, for example, with L(R) Pack Flow Control/Shutoff Valve(s) closed. The
light and message will extinguish when bleed air demand increases to open the PRSOV.
21-27 20 AUG 2007

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-52-1 Pack RESET Switches C 2 1 One may be inoperative provided both packs operate
normally.
C 2 - May be inoperative for an associated inoperative

pack(s).

None
PLACARD
Associated reset switch as appropriate - L (R) PACK RESET INOP
21-28 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-52-2 Pack INOP Lights C 2 1

None
PLACARD
Associated pack inoperative light as appropriate - L (R) PACK INOP LIGHT INOP
21-29 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-52-3 Air Conditioning Pack OFF C 2 1 (M) One may be inoperative OFF provided associated
lights EICAS message and all other pack indications
operate normally.

None
PLACARD
Associated pack off light as appropriate - L (R) PACK OFF LIGHT INOP
21-30 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-52-5 N/A
21-52-6 N/A
21-52-7 N/A
21-52-8 N/A
21-53-1 Ram Air Inlet/Exhaust Door C 2 0 (M)(O)May be inoperative provided doors are
Systems secured open with pack(s) operating.
C 2 - (M)(O) May be inoperative in any position provided

associated pack(s) is(are) considered inoperative.

None
PLACARD
Airplane flight log as appropriate - L (R) RAM AIR INLET/EXIT DOORS INOP
Associated pack control selector as appropriate - L (R) PACK AUTO MODE INOP or L(R) PACK INOP
OPERATIONS (O)
1. Doors Secured Open (Affected pack operational), -200/-300
A. If Maintenance has not installed a shorting plug in ram air inlet door electrical connector then operate
affected pack in STBY-W mode. The AUTO mode, STBY-N mode, and STBY-C mode will be
inoperative. Cabin temperature performance may be degraded during hot day 32°C (90°F) ground
operations and/or during hot day high altitude operation.
B. If Maintenance has installed a shorting plug in ram air inlet door electrical connector then operate
affected pack in STBY mode (STBY-N, STBY-C, or STBY-W). AUTO mode will be inoperative.
2. Doors In Any Position (Affected pack deactivated), -200/-300
A. See 21-51-1 for operations information when dispatching with one pack inoperative.
NOTE: If both packs are inoperative, further (O) steps for unpressurized flight are contained in 21- 31-1.
21-31 20 AUG 2007

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-58-1 Forward Equipment Cooling
AUTO System
1) (-200/-300) C 1 0 May be inoperative provided STBY control system is

used.
2) N/A
CAUTION: TO ENSURE ADEQUATE EQUIPMENT COOLING DURING GROUND OPERATIONS,

OPERATE BOTH (2) PACKS AT AMBIENT TEMPERATURES ABOVE 29°C (85°F).

None
PLACARD
Equipment cooling control panel - AUTO MODE INOP
OPERATIONS NOTE
To minimize risk of equipment cooling overheat at high ambient temperatures, avoid extended ground
operations in this configuration.
21-32 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-58-2 N/A

Supply Fans
1) N/A
2) One Supply Fan

Installation
a) (-200/ -300) C 1 0 May be inoperative provided:

a) Forward equipment cooling exhaust fan
operates normally,
b) STBY control system is used, and
c) For ground operation above 29 degrees C
OAT, main cabin is supplied with
conditioned air.
b) N/A
NOTE: (-200/-300) One Supply Fan installations: to minimize risk of equipment cooling overheat at high
ambient temperatures, avoid extended ground operations in this configuration.

FWD EQ SUP FAN
PLACARD
As appropriate
MAINTENANCE NOTE
Optional procedure for all 767-200/300/400 installations. Reference SSM 21-58-04. Pull and collar circuit
breakers C331, C332, C654, C655 as appropriate. This will deactivate the forward equipment cooling supply
fan.
OPERATIONS (O)
1. Verify Equipment Cooling SMOKE/OVRD valve operates normally:
A. On overhead EQUIP COOLING Control Panel, select OVRD.
NOTE: Ground crew call horn will sound immediately due to both fans being shut off while on ground.
B. Verify that EICAS Advisory message FWD EQPT VAL is not annunciated after 30 seconds.
C. Move selector to STBY as directed in MMEL.
21-33 20 AUG 2007

BOEING 767 MEL
21. AIR CONDITION


ITEM
Exhaust Fan
1) N/A
2) One Supply Fan

Installation
a) (-200/ -300) С 1 0 May be inoperative provided:

a) Forward equipment cooling supply fan
operates normally, and
b) STBY control system is used, and
c) For ground operation above 29 degrees C
conditioned air.
b) N/A
NOTE: (-200/-300) One Supply Fan installations: to minimize risk of equipment cooling overheat at high
ambient temperatures, avoid extended ground operations in this configuration.

FWD EQ EXH FAN
PLACARD
Equipment cooling control panel - FWD EQ EXH FAN INOP
MAINTENANCE NOTE
Optional procedure for all 767-200/300/400 installations. Reference SSM 21-58-05. Pull and collar circuit
breakers C335 on the P6 panel and C687 on the P11-6 panel. This will deactivate the forward equipment
cooling exhaust fan.
OPERATIONS (O)
1. Verify Equipment Cooling SMOKE/OVRD valve operates normally:
A. On overhead EQUIP COOLING Control Panel, select OVRD.
NOTE: Ground crew call horn will sound immediately due to both fans being shut off while on ground.
B. Verify that EICAS Advisory message FWD EQPT VAL is not annunciated after 30 seconds.
C. Move selector to STBY.
21-34 20 AUG 2007

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-58-5 Aft Equipment/Lav/Galley С 2 1
Exhaust (Vent) Fans

AFT EQ EXH FAN 1
AFT EQ EXH FAN 2
PLACARD
Equipment cooling control panel - AFT EQPT CLG FAN INOP
21-35 20 AUG 2007

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-58-6 N/A
21-36 20 AUG 2007

BOEING 767 MEL
21. AIR CONDITION


ITEM
Overboard Exhaust Valve
1) N/A
2) One Supply Fan

Installation
a) (-200/ -300) С 1 0 (M)(O)May be inoperative secured closed provided:
a) STBY control system is used, and
b) For ground operation above 29 degrees C
conditioned air.
b) N/A
CAUTION: TO ENSURE ADEQUATE EQUIPMENT COOLING DURING GROUND OPERATIONS,

OPERATE BOTH (2) PACKS AT AMBIENT TEMPERATURES ABOVE 29°C (85°F).

None
PLACARD
Equipment cooling control panel - FWD EQPT OVBD EX VAL INOP
OPERATIONS NOTE
1. Airplanes with Single Supply Fan System
A. To minimize risk of equipment cooling overheat at high ambient temperatures, avoid extended ground
B. Select Equipment Cooling Selector to STBY.
C. The AUTO position should not be used.
D. The OVRD position can be used, if needed, as identified in the Operations Manual Non-Normal
Checklist.
21-37 20 AUG 2007

BOEING 767 MEL
21. AIR CONDITION


ITEM
Inboard Supply Valve
1) One Supply Fan

Installation
a) (-200/ -300) C 1 0 (M)May be inoperative secured closed provided:

a) STBY control system is used, and
b) For ground operation above 29 degrees C
conditioned air.
b) N/A

None
PLACARD
Equipment cooling control panel - FWD EQT CLG INBD SUP VLV INOP
OPERATIONS NOTE
To minimize risk of equipment cooling overheat at high ambient temperatures, avoid extended ground
21-38 20 AUG 2007

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-58-9 N/A
21-58-10 N/A
21-58-11 N/A
21-58-12 Instrument Cooling C 1 0 (M) For ER operations, may be inoperative provided

Monitor System availability of adequate air flow is verified before
each departure.
ER
D 1 0 Except for ER operations, may be

inoperative .

None
PLACARD
As appropriate
21-39 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-58-13 N/A
21-58-14 N/A
21-58-16 N/A
21-58-17 N/A
21-61-1 Cabin COMPT TEMP

Control Systems
1) Passenger
a) (-200/ -300 ) C - 0 (M)May be inoperative provided associated zone

trim air modulating valve(s) or trim air
regulating/shutof f valve(s) remains closed.
b) N/A
2) N/A

None
PLACARD
Associated zone temperature control selector - DO NOT OPERATE - LEAVE OFF
Trim air switchlight as appropriate
OPERATIONS NOTE
If cabin compartment temperature is either too hot or too cold, select trim air switch(es) to OFF.
21-40 20 AUG 2007

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-61-2 Flight Deck COMPT TEMP
Control System
1) Passenger С 1 0 (M) Both auto and manual modes may be inoperative

provided associated zone trim air modulating valve
or trim air regulating/shutoff valve remains closed.
2) N/A
3) AUTO Mode С 1 0 May be inoperative provided MAN mode operates
normally.
4) MAN Mode С 1 0 May be inoperative provided AUTO mode operates

normally.

None
PLACARD
Flight deck temp control selector as appropriate - FLT DK TEMP AUTO (MAN) MODE INOP or FLT DK
TEMP CONTROL SYS INOP
OPERATIONS NOTE
If the flight deck trim air valve is deactivated closed, flight deck trim air is not available. Cabin trim air remains
available. Flight deck air is supplied directly from the mix manifold.
21-41 20 AUG 2007

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-61-3 Trim Air Regulating/ С - 0 (M)May be inoperative provided associated trim air
Shutoff Valve System(s) regulating/ shutoff valve is secured closed.
(Passenger Airplanes)

None
PLACARD
Trim air switchlight - TRIM AIR INOP
21-42 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-61-4 Zone Trim Air Modulating
Valves
1) Passenger С 6 0 (M)May be inoperative provided associated valve is

closed.
С 6 0 May be inoperative in any position provided trim air
switch remains OFF.
2) N/A

AFT TEMP CONT FWD B TEMP CONT
FLT DK TEMP CONT MID TEMP CONT
PLACARD
Associated zone temperature selector as appropriate - FLT DK (FWD CAB, MID CAB or AFT CAB) TRIM
AIR INOP
21-43 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-61-5 Trim Air OFF Light (s) С - 0

None
PLACARD
Trim air OFF light - INOP
21-44 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-61-6 COMPT TEMP INOP
Lights
1) Passenger
a) (-200/-300) С - 0 (M)May be inoperative provided associated trim air

modulating valve remains closed.
C - 0 (M)May be inoperative provided associated trim air

regulating/shutoff valve remains closed.
b) N/A
2) N/A

None
PLACARD
Associated zone INOP light – INOP
For -200/-300, associated zone temperature control selector - DO NOT OPERATE - LEAVE OFF
OPERATIONS (O)
Substitute the EICAS Advisory messages AFT CABIN TEMP, FLT DECK TEMP, FWD CABIN TEMP, or
MID CABIN TEMP for the inoperative lights in the associated CABIN or FLIGHT DECK TEMPERATURE
non-normal procedure.
21-45 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-61-7 Trim Air Check Valves (-
200/-300)
1) Passenger C 2 0 (M) May be inoperative provided one failed check

valve is secured closed.
2) N/A

None
PLACARD
Trim air switch as appropriate - L (or R) TRIM AIR INOP
OPERATIONS (O)
If both packs are operative, operate left pack in AUTO mode, only.
21-46 20 AUG 2007

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-61-8 N/A
21-64-1 Trim Air Valve Position C 1 0

Indicator

None
PLACARD
Trim air valve position indicator - POS IND INOP
21-47 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-64-2 Forward Overboard Valve C 1 0 (M)May be inoperative provided
valve is deactivated closed.
NOTE: When this valve is closed, the forward cabin

right side floor level area may become cold.

None
PLACARD
Airplane flight log - FWD OVERBOARD VALVE INOP
21-48 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-65-1 COMPT TEMP Indications C 3 0

None
PLACARD
Associated indication as appropriate
21-49 25 SEP 2006

BOEING 767 MEL
21. AIR CONDITION


ITEM
21-66-1 N/A
21-50 25 SEP 2006

BOEING 767 MEL
22. AUTO FLIGHT
22-0.1 20 AUG 2007

BOEING 767 MEL
22. AUTO FLIGHT
22-0.2 20 AUG 2007

BOEING 767 MEL
22. AUTO FLIGHT
22-0.3 20 AUG 2007

BOEING 767 MEL
22. AUTO FLIGHT


ITEM
22-10-1 Autopilot Systems C 3 2 (M) One may be inoperative provided:
a) Associated FCC SERVO circuit breaker is
ER pulled and collared,
b) If FCC Single Source option is installed,
Autopilot Flight Director System is
verified not in a single source configuration
prior to each departure, and
c) Approach minimums do not require its use.
C 3 1 (M) Two may be inoperative provided:

a) At least two FCC power circuit breakers
remain IN,
b) Associated FCC SERVO circuit breakers
are pulled and collared,
c) If FCC Single Source option is installed,
Autopilot Flight Director System is
verified not in a single source configuration
prior to each departure, and
d) Approach minimums do not require their
use.
B 3 0 (M) Except for ER and RVSM operations, all may be

a) At least one FCC power circuit breaker
remains in,
b) All three FCC Servo circuit breakers are
pulled and collared,
c) Enroute operations and approach
minimums do not require their use, and
d) Number of flight segments and segment
duration is acceptable to flight crew.
PLACARD
Autopilot Mode Control Panel as appropriate - L(C,R) AUTOPILOT INOP
22-1 25 SEP 2006

BOEING 767 MEL
22. AUTO FLIGHT


ITEM
22-11-1 Control Wheel Disengage C 2 1 One may be inoperative provided:
Switches a) Autopilots are not used below 1,500 feet
AGL, and
b) Approach minimums do not require use of
autopilot.

None
PLACARD
Associated switch - INOP
22-2 20 AUG 2007

BOEING 767 MEL
22. AUTO FLIGHT


ITEM
22-11-2 A/P DISC Light (-200/-300) C 1 0 May be inoperative provided:
a) Autopilots are not used below 1500 feet
AGL, and
b) All other A/P disengagement alerts operate
normally.

None
PLACARD
As appropriate
22-3 20 AUG 2007

BOEING 767 MEL
22. AUTO FLIGHT


ITEM
22-11-3 Mode Control Panel
Selectors
1) VERT SPD Selector C 1 0 (O)May be inoperative provided FLCH mode

(DN & UP) operates normally.
2) BANK LIMIT Selector C 1 0 (O)May be inoperative.
3) Selector Push Functions
a) IAS/MACH C 1 0 (O)May be inoperative.
b) ALT C 1 0 (O)May be inoperative.
с) HDG SEL B 1 0 (O)May be inoperative.
NOTE: The rotational function of these selectors

must operate normally.

None
PLACARD
Affected MCP selector(s) – INOP
OPERATIONS (O)
If VERT SPD Selector is inoperative, targeted vertical speed in Vertical Speed mode cannot be adjusted.
Vertical Speed mode may still be used to hold airplane vertical speed at time of engagement.
If BANK LIMIT Selector is inoperative, Heading Select bank angle limit cannot be changed. There is no flight
crew impact if stuck at AUTO (NORM in some MCP configurations). If stuck at a low bank angle value, large
heading changes in Heading Select mode may require significantly greater time to complete than normal. If
stuck at a high bank angle value, large heading changes in Heading Select mode may be undesirably aggressive
at cruise conditions.
If IAS/MACH Push Function is inoperative, V NAV Speed Intervention cannot be invoked. If continued
VNAV operation is desired, speed entries can be made via the CDU.
If ALT Push Function is inoperative,VNAV Altitude Intervention cannot be invoked. If continued VNAV
operation is desired, altitude constraints can be deleted via the CDU.
If HDG SEL Push Function (engage switch) is inoperative, Heading Select mode cannot be engaged. Turns
must be accomplished in L NAV or in manual flight, or using APP, LOC, or B/CRS if appropriate.
22-4 25 SEP 2006
BOEING 767 MEL
22. AUTO FLIGHT


ITEM
Switches
ER 1) A/P Engage Switches/ С 3 1 (O) May be inoperative.
Paddles (L CMD, C
CMD, R CMD) NOTE: All operative autopilots may be used during
autoland operations.
B 3 0 Except for ER operations, may be inoperative
provided:
a) Enroute operations and approach
minimums do not require their use, and
b) Number of flight segments and segment
duration is acceptable to flight crew.
2) N/A
3) A/T ARM Switch С 1 0 May be inoperative OFF provided approach
minimums do not require use of autothrottle system.
4) A/T SPD Mode С 1 0 (O)May be inoperative provided procedures and
Engage Switch approach minimums do not require its use.
5) F/D Switches С 2 0 May be inoperative OFF provided approach

minimums do not require use of flight director
displays..
6) IAS/MACH SEL С 1 0 May be inoperative provided IAS is displayed in
Switch associated window.
7) APP Switch С 1 0 May be inoperative provided approach minimums do
not require the use of autopilot or flight director.
8) LOG Switch С 1 0 (O)May be inoperative.
9) N/A
10) V NAV, FL CH, V/S, С 4 3 (O)One may be inoperative provided procedures or
ALT HOLD Switches enroute operations do not require its use.
11) L NAV, HDG HOLD С 2 1 (O)One may be inoperative provided:

Switches a) HDG SEL operates normally, and
b) Procedures or enroute operations do not
require its use .
12) THR Switch С 1 0 May be inoperative provided both thrust levers are
operated manually for takeoff.
Note: If one or more A/P Engage Switches is inoperative, comply with Item 22-10-1. If A/T ARM switch
is inoperative OFF, comply with Item 22-30-1. If one or more F/D Switches is inoperative OFF,
comply with Item 34-22-4.
22-5 20 AUG 2007

BOEING 767 MEL
22. AUTO FLIGHT

None
PLACARD
Affected MCP switch(es) – INOP
OPERATIONS (O)
If A/P Engage Switches/Paddles are inoperative, the associated autopilot may not be selectable for an automatic
landing. If associated autopilots operate normally, all operative autopilots will engage automatically at 1,500
feet AGL after selection of the APP switch (if installed) during an autoland approach. Monitor autoland status
annunciators (ASA) for autoland status.
If A/T SPD mode engage switch is inoperative, Autothrottle Speed mode cannot be manually selected. A/T
Speed mode is the default autothrottle mode upon exit of FL CH or VNAV or G/A, which is not affected by an
inoperative SPD switch. VNAV normally commands the autothrottle to speeds determined by the FMC, which
is also not affected by an inoperative SPD switch.
If LOC switch is inoperative, the Localizer mode is not available for use during a localizer-dependent approach
(examples: localizer-only, localizer backcourse, LDA, or SDF) or departure procedure. LNAV, HDG SEL, or
manual flight may be used.
If either the LOC or B/CRS switch is inoperative, Backcourse mode for backcourse localizer approach is not
available. LNAV, HDG SEL, or manual flight may be used.
If a pitch and/or roll mode engage switch is inoperative, flight crews must consider usage of other autopilot
modes appropriate for the planned route. The default autopilot mode is Vertical Speed and Heading Hold. These
modes may be used to hold vertical speed (or altitude with targeted V/S = 000) and heading even if the
associated mode engage switches are inoperative. Flight Level Change and Vertical Speed modes automatically
transition to Altitude Hold even if the ALT HOLD switch is inoperative.
For enroute operations requiring altitude hold capability, either VNAV, ALT HOLD, or VERT SPD may be
used.
22-6 20 AUG 2007

BOEING 767 MEL
22. AUTO FLIGHT


ITEM
Windows
1) Airspeed
(IAS/MACH)
a) (-200/-300) С 1 0 (O)May be inoperative provided command airspeed
bug on airspeed indicator (and ADI speed tape, if
installed) operates normally on both sides.
b) N/A
2) Heading (HDG)
a) (-200/-300) С 1 0 (O)May be inoperative provided selected heading

indications on both HSI's operate normally.
b) N/A
3) Vertical Speed (VERT С 1 0 (O)May be inoperative provided Vertical Speed

SPD) mode is not selected.
4) N/A

None
PLACARD
Mask affected MCP window(s) - WINDOW INOP
OPERATIONS (O)
If IAS/MACH and/or HDG windows are inoperative, associated target values may still be set and appropriate
autopilot modes used by observing indications on ADI and/or HIS.
For -200/-300, if VERT SPD window is inoperative, do not manually select Vertical Speed mode. Vertical
Speed mode may engage as the default autopilot mode, but another pitch mode should then be selected.
22-7 25 SEP 2006

BOEING 767 MEL
22. AUTO FLIGHT


ITEM
22-11-6 Mode Control Panel Switch
Lights
1) Autopilot Engage С 3 2
Switch Lights (CMD)
2) Mode Selector Switch С - - The lights for any two switches may be inoperative.
Lights
Note: A switch with one lamp operational is
considered to be operating normally.
B - 0

None
PLACARD
As Appropriate.
OPERATIONS NOTE
Mode Selector Switch Lights include autopilot system mode switch lights and thrust management system mode
switch lights.
6
22-8 20 AUG 2007
BOEING 767 MEL
22. AUTO FLIGHT


ITEM
22-14-1 Autoland Status С 2 0 May be inoperative provided approach minimums do
Annunciators (-200/-300) not require their use.

None
PLACARD
As appropriate
22-9 25 SEP 2006

BOEING 767 MEL
22. AUTO FLIGHT


ITEM
22-14-2 Automatic Landing System С 1 0 May be inoperative provided approach minimums do
(AUTOLAND) not require its use.
1) Triple Channel С 0 May be inoperative provided approach minimums do

Autoland (LAND 3) not require its use.
NOTE: The ASA annunciations (-200/-300) NO AUTOLAND and NO LAND 3 indicate faults in the
Automatic Landing System. These annunciations may be accompanied by other indications or
messages regarding specific inoperative equipment. Refer to the Section 1 message list for
associated dispatch deviations.
If a NO LAND 3 annunciation is noted prior to departure and if no other indications or messages

are present, the aircraft may be dispatched with no maintenance action provided all three autopilots
can be independently engaged on the ground and approach minimums do not require triple channel
autoland. The ground autopilot engagement should be done while the airplane is parked.

None
PLACARD
As appropriate: AUTOLAND INOP, TRIPLE CHANNEL AUTOLAND - INOP
22-10 20 AUG 2007

BOEING 767 MEL
22. AUTO FLIGHT


ITEM
22-21-1 Yaw Dampers C 2 1 (M) One may be inoperative provided remaining
Yaw Damper is verified to operate normally.
NOTE : If Service Bulletin 767-22-7 has not been incorporated (FCC S241T100-102 is installed), an AFM
limit exists: If remaining Yaw Damper fails do not operate autopilot at speeds greater than 230 knots
or 0.6M.

None
PLACARD
As appropriate
22-11 25 SEP 2006

BOEING 767 MEL
22. AUTO FLIGHT


ITEM
22-21-2 Modal Suppression Systems Deleted.
22-30-1 Thrust Management System C 1 0 (M) May be inoperative provided approach

(Including Autothrottle minimums do not require its use.
System)
1) Autothrottle Servo C 1 0 (M)May be inoperative provided:
a) Autothrottles are deactivated, and
Autothrottles .
2) Autothrottle C 2 1
Disconnect Switches
C 2 0 (M)May be inoperative provided:
a) Autothrottles are deactivated, and
Autothrottles .
3) Thrust Mode Select

Panel
(-200/-300)
a) Derate Switches С 2 0
b) TEMP SEL С 1 0
Selector
c) TO/GA Switch С 1 0
d) CLB Switch С 1 0 (O)May be inoperative provided Automatic Climb

Thrust Select option is installed and operates
normally.
e) CON Switch С 1 0 (O)May be inoperative provided Max Continuous

Thrust is set manually if required.
f) CRZ Switch С 1 0
NOTE: With an inoperative Thrust Management Computer, the Autothrottle System will be inoperative
and the following flight deck displays will be affected:
1. EGT (and N1, N2) amber indications which are normally inhibited during takeoff or go-around will not
be inhibited,
2. Reference EPR will not be available,
3. Assumed temperature (if used) will not be available,
4. Thrust reference mode (TO, CLB, etc.) will not be available.
5. Airplanes that do not have speed tape: the SPD flag may remain in view on the EADI.
22-12 20 AUG 2007
BOEING 767 MEL
22. AUTO FLIGHT

None
PLACARD
As appropriate
Affected TMSP switch(es) - INOP
OPERATIONS (O)
If CLB switch is inoperative, Automatic Climb Thrust Select option must be installed and operate normally.
Takeoff thrust reduction will be performed automatically upon selection of any pitch autopilot mode. If a go-
around is required, Climb Thrust must be set manually by using Operations Manual/QRH data.
If CON switch is inoperative, Max Continuous Thrust must be set manually. Use Operations Manual/QRH data
if Max Continuous Thrust is required.
22-13 25 SEP 2006

BOEING 767 MEL
22. AUTO FLIGHT


ITEM
22-30-2 Go-Around and Takeoff
/Go-Around Switches
1) Go-Around Switches С 2 1 (M) One may be inoperative provided:

(-200/-300) a) Approach minimums do not require its use,
and
b) Remaining Go-Around Switch is verified
to operate normally.
С 2 0 May be inoperative provided:
a) Both thrust levers are operated manually
for go-around, and
b) Autopilot and Flight Director are not used
below 500 feet AGL or applicable
approach minimums, whichever is higher.
NOTE: Flight Director Go-Around and Windshear

guidance are not available with both Go-
Around switches inoperative.
2) N/A

None
PLACARD
Affected G/A switch(es) - INOP
22-14 25 SEP 2006

BOEING 767 MEL
22. AUTO FLIGHT


ITEM
22-34-1 Autothrottle Disconnect C 1 0 May be inoperative provided:
(A/T DISC) Light a) Associated EICAS annunciation operates
normally, and
b) Associated aural alert operates normally.
C 1 0 May be inoperative provided:

a) A/T ARM switch remains OFF, and
b) Approach minimums do not require its use.

None
PLACARD
Autothrottle Disconnect (A/T DISC) Light - INOP
22-15 20 AUG 2007

BOEING 767 MEL
22. AUTO FLIGHT


ITEM
22-41-1 Maintenance Control D 1 0
Display Panel (MCDP)

None
PLACARD
As appropriate
22-16 20 AUG 2007

BOEING 767 MEL
23. COMMUNICATION
23-0.1 20 AUG 2007

BOEING 767 MEL
23. COMMUNICATION
23-0.2 20 AUG 2007

BOEING 767 MEL
23. COMMUNICATION

ITEM
23-00-1 Boom Microphones Moved to MEL item 23-51-5.
23-10-1 N/A
23-1 25 SEP 2006

BOEING 767 MEL
23. COMMUNICATION

ITEM
23-11-1 Communications Systems
1) VHF Comm
a) Frequency In Use C 3 0
Light
b) Frequency Transfer C 3 0 May be inoperative provided associated VHF active

Switch frequency can be selected.
c) Frequency Selector C 3 2
Knob
d) Frequency C 3 2
Indication
2) High Frequency (HF)
Communication System
ER C 2 1 (0) May be inoperative while conducting operations

that require two Long Range Communication System
(LRCS) provided:
a) SATCOM Voice or Data Link operates
normally,
b) SATCOM coverage is available over the
intented route of flight,
c) If Inmarsat codes are not available while
using SATCOM voice, prior coordination
with the appropriate ATS facility is
required.
d) Alternate procedures are established and
used.
NOTE: SATCOM is to be used only as a backup to

normal HF communications unless otherwise
authorized by the appropriate ATS facilities.
NOTE: Most 767 airplanes have an AFM limitation stating “Do not use center VHF for ATC communications
with ACARS operational. For these airplanes, deactivation of nonessential control systems, such as
ACARS, may be possible to meet minimum radio requirements. Some airplanes do not have this AFM
limitation due to a Voice Mode Protection installation.

L HF DATALINK
R HF DATALINK
23-2 20 AUG 2007

BOEING 767 MEL
23. COMMUNICATION
PLACARD
As appropriate
OPERATIONS (O)
1. Requirements for communication systems must be determined by the flight crew prior to flight and
appropriate procedures established to be used with inoperative items.
2. Extended over water operations that require two long range Communications Systems may be conducted
with one operative HF-voice system and SATCOM, provided SATCOM coverage exists for the route of
flight.
23-3 20 AUG 2007

BOEING 767 MEL
23. COMMUNICATION

ITEM
23-11-2 N/A
23-12-1 VHF Communications Deleted.
Transmitters & Receivers
23-12-2 Automatic Emergency Moved to 25-63-10, MMEL Rev.32

Locator Transmitter (ELT)

None
PLACARD
As appropriate in log book
23-4 20 AUG 2007

BOEING 767 MEL
23. COMMUNICATION

ITEM
23-21-1 Selective Call System C 1 0 (O)May be inoperative provided alternate procedures
(SELCAL) are established and used.
.
D 1 0 May be inoperative provided procedures do not
require its use.

None
PLACARD
As appropriate
OPERATIONS (O)
When the SELCAL is inoperative both pilots should monitor the appropriate radio frequency for the route
segment being flown.
23-5 25 SEP 2006

BOEING 767 MEL
23. COMMUNICATION

ITEM
23-22-1 ACARS SYSTEM C 1 0 (O)May be inoperative provided alternate procedures
are established and used.
require its use.
NOTE: Any mode which operates normally may be
used.
1) ACARS Printer C 1 0 (O)May be inoperative provided alternate procedures
require its use.
SATCOM DATA
L SATCOM DATA
R SATCOM DATA
L DATALINK SYS
R DATALINK SYS
PLACARD
As appropriate
OPERATIONS (O)
When the ACARS System or ACARS Printer are inoperative use VHF/HF communication to obtain the weather
and NOTAMs , and for company reports.
23-6 25 SEP 2006

BOEING 767 MEL
23. COMMUNICATION

ITEM
23-22-2 N/A
23-25-1 SAT Communication C — 0 (O)May be inoperative provided alternate procedures

Systems are established and used.
D — 0 May be inoperative provided procedures do not

require its use.
1) SATCOM Voice C - 0 (O) May be inoperative provided alternate

procedures are established and used.
D - 0 May be inoperative provided procedures do not
require its use.
2) HF-SAT XFER C 2 0 (M) (O) May be inoperative provided alternate
Switches (P5 Panel) procedures are established and used.
D 2 0 (M) May be inoperative provided procedures do not
require its use.
3) SATCOM Lights C 2 0 (O) May be inoperative provided alternate
require its use.

L SATCOM DATA L SATCOM HI GAIN
L SATCOM SYSTEM R SATCOM DATA
R SATCOM HI GAIN R SATCOM SYSTEM
SATCOM DATA SATCOM HIGH GAIN
SATCOM LOW GAIN
PLACARD
Audio Control Panels as appropriate - SATCOM INOP or SATCOM VOICE INOP
OPERATIONS (O)
1.When the SATCOM System or SATCOM Voice are inoperative use VHF/HF communication if applicable.
2. If the HF/SAT XFER switch(es) is stuck in the HF position:
A. There is no impact on operation of the associated HF.
B. The associated SATCOM voice channel is considered inoperative.
3. If the HF/SAT XFER switch(es) is stuck in the SAT position, the associated HF system must be considered
inoperative unless the HF/SAT relay has been reset.
4. If the SATCOM Light(s) on the HF/SAT Transfer Panel does not illuminate when the one time hi-lo chime
sounds (and there are no HF or VHF call panel illuminations), the SATCOM MAIN MENU page on associated
CDU may be displayed to verify receiving a SATCOM ground-to-air call.
23-7 20 AUG 2007

BOEING 767 MEL
23. COMMUNICATION

ITEM
23-31-1 Passenger Address System
1) Passenger Configuration B 1 0 (O)May be inoperative provided:

a) Alternate, normal and emergency
procedures and/or operating restrictions are
established and used, and
b) Flight attendant alerting system (audio and
visual) operates normally.
NOTE: Any station function(s) that operate normally

may be used.
a) Lavatory Speakers C - 0 (O)May be inoperative provided Lavatory is secured

closed and placarded “LAVATORY INOPERATIVE
- DO NOT ENTER”
b) Cabin Speakers C - - May be inoperative provided inoperative speakers are
not adjacent to each other.
C - - (M) No passenger seat, cabin attendant seat or crew
rest area bunk may be occupied from which
Passenger Address System is not audible and
intelligible; seat must be blocked and placarded DO
NOT OCCUPY.
2) N/A

None
PLACARD
Associated control panels as appropriate
“LAVATORY INOPERATIVE - DO NOT ENTER”
NOTE : Any Lavatory is available for the Crew members
OPERATIONS (O)
1. Passenger Address System:

Alternate procedures are based on use of the Cabin/Service Interphone System. Prior to flight, the pilot in
command must brief cabin crew members on the emergency procedures which will be used .
23-8 20 AUG 2007

BOEING 767 MEL
23. COMMUNICATION

ITEM
23-31-2 Prerecorded Passenger C 1 0 (O)May be inoperative provided alternate procedures
Announcement System are established and used.
require its use.

None
PLACARD
As appropriate
OPERATIONS (O)
Prior to flight, the pilot in command must brief cabin crew members on the emergency procedures which will be
used. All required passenger announcements and demonstrations have to be made using the PA system .
23-9 25 SEP 2006

BOEING 767 MEL
23. COMMUNICATION

ITEM
23-31-3 Headsets/ Microphones (Or Moved to MEL item 23-51-5
Equivalent)
23-40-1 Crewmember Interphone
Systems
1) Passenger Configuration
a) Flight Deck to B - - (O)May be inoperative provided:

Cabin, Cabin to a) Flight deck to cabin and cabin to flight
Flight Deck deck interphone functions operate normally
Functions on at least fifty percent of the cabin
handsets, and
b) Alternate communications procedures
between the affected Flight Attendants
station (s) are established and used.
NOTE: Any station that operates normally may be

used.
b) Cabin to Cabin B - - (O)May be inoperative provided:
Function a) Cabin to cabin interphone functions
operate normally on at least fifty percent of
the cabin handsets, and
b) Alternate communication procedures
between the affected flight attendant
stations are established and used.
NOTE: Any station f unction (s) that operate

normally may be used. always be operative.
(Continued)
23-10 20 AUG 2007

BOEING 767 MEL
23. COMMUNICATION

ITEM
23-40-1 Crewmember Interphone
Systems (Cont'd)
(Cont'd)
c) Flight Deck to
Ground Function
1) All Aerosvit C 1 0 (O) Flight interphone flight deck to ground/ ground
Fleet to flight deck function may be inoperative provided:
a) Alternate procedures are established and
used, and
b) Nose gear service interphone jack operates
normally.
С 1 0 (O) Service interphone flight deck to ground/ ground
to flight deck function may be inoperative provided:
used, and
b) Nose gear flight interphone jack operates
normally.
B - 0 (O) May be inoperative provided alternate
2) N/A
2) N/A

None
PLACARD
As appropriate
OPERATIONS (O)
1.Flight Deck to Cabin, Cabin to Flight Deck, and Cabin to Cabin:
Crew normal and emergency procedures are based on the use of the Passenger Address System. Prior to
flight, the pilot in command should brief cabin crew members on the alternate emergency procedures to be
used.
2 .Flight Deck to Ground:

Brief ground personnel about engine start procedure and Visual Signals to be used during abnormal start.
Use flight interphone for communications with ground crew during ground handling operations (jack is
available at the external power receptacle). If communication still cannot be established, the operator
should have alternate communication procedure available. This procedure would probably include hand
signals for “chocks out” , “OK to start engine” , “OK to taxi” , “shut down engine” , etc.
NOTE : Flight Deck to Ground function (including Ground Call function) should normally be operative when
Engine Crossbleed Start or Manual Start Valve open/close procedure performed.
23-11 20 AUG 2007

BOEING 767 MEL
23. COMMUNICATION

ITEM
23-40-2 N/A
23-12 25 SEP 2006

BOEING 767 MEL
23. COMMUNICATION

ITEM
23-41-1 Alerting System
(Audio/Visual)
a) Flight Deck Call B 1 0 May be inoperative provided the flight deck audio
Visual Alerting alerting system operates normally.
System
NOTE : The flight deck audio alerting system must
always be operative.
b) Flight Attendant B 1 0 (O)May be inoperative provided:
Visual Alerting a) PA system operates normally,
System b) If affected visual alerting system is used
for lavatory smoke detector alerting, an
alternate lavatory smoke detector alert
(audio or visual) is installed and operates
normally, and
c) Alternate procedures for contacting flight
attendants are established and used.
c) Flight Attendant B - 0 (O)May be inoperative provided:
Audio Alerting a) PA system operates normally,
System b) If affected visual alerting system is used
for lavatory smoke detector alereting, an
alternate lavatory smoke detector alert
(audio or visual) is installed and operates
normally, and
c) Alternate procedures for contacting flight
attendants are established and used.
NOTE1: Passenger to Attendant Call

System is considered a
passenger convenience item.
NOTE2 : Any visual alerting system

function (s) that operates
normally may be used.
2) N/A

None
PLACARD
As appropriate
OPERATIONS (O)
Alternate procedures for flight attendant alerting are based on the use of remaining operative functions of the
alerting system or on use of the Passenger Address System. Prior to flight, the pilot in command should brief
cabin crew members on the alternate procedures to be used.
23-13 25 SEP 2006
BOEING 767 MEL
23. COMMUNICATION

ITEM
23-42-1 Handset Systems
a) Flight Deck C 1 0 (O)May be inoperative provided:

a) Flight Deck to Cabin communication
b) Alternate procedures are established and
used.
b) Cabin B - - (O)May be inoperative provided:
a) Fifty percent of cabin handsets operate
normally,
b) One handset must operate normally at each
pair of exit doors, and
c) Alternate communication procedures
between the affected flight attendant
stations are established and used.
NOTE1: An operative handset at an inoperative flight

attendant seat shall not be counted to satisfy
the fifty percent requirement.
NOTE2: Any handset function(s) that operate

2) N/A

None
PLACARD
As appropriate.
OPERATIONS (O)
Crew normal and emergency procedures are based on the use of the Passenger Address System and/or Cabin
Interphone System. Prior to flight, the pilot in command should brief cabin crew members on the alternate
emergency procedures to be used.
Communication normally conducted using the flight deck handset can be conducted using the headset/boom
microphone or using the hand microphone and headset or flight deck speakers.
23-14 25 SEP 2006

BOEING 767 MEL
23. COMMUNICATION

ITEM
23-43-1 Ground Crew Call System С 1 0 (O)May be inoperative provided alternate procedures
1) Ground Crew Call С 1 0 (O)May be inoperative provided alternate procedures
Horn are established and used.

None
PLACARD
As appropriate
OPERATIONS (O)
1. Alternate procedures to be used when any function of the ground crew call system, including the ground
crew call horn, is inoperative. These alternate procedures must:
A. Provide for communication between Flight Deck and appropriate Ground Crew members.
B. Provide for continuous monitoring of the Flight Deck (when flight crew is not at duty station during
ground operations) to ensure appropriate action in the event a fault develops during operation of EE
Cooling System.
C. Ensure the Inertial Reference Unit is not operating on DC power.
23-15 25 SEP 2006

BOEING 767 MEL
23. COMMUNICATION

ITEM
23-51-1 Flight Deck Interphone Deleted.
System
23-51-2 Audio Select Panel Deleted.
NOTE 1: There is no MMEL relief for the capatain’s and first officer’s audio selector panel.
NOTE 2: The audio selector panel associated with the first observers seat can be inoperative per MMEL item
25-11-2.
NOTE 3: The audio selector panel in the EE bay is considered maintenance level equipment and does not
require MMEL relief.
NOTE 4: Refer to FAA MMEL Policy Letter 56 and the revision highlights of 767 MMEL revision 18. The
revision 18 highlights for item 23-51-1 were as follows: “Item deleted. Observer’s audio panel moved
to ATA 25. There is no relief for flight crew audio panels. Relief for audio panel in E&E compartment
is a maintenance control item.”
23-16 25 SEP 2006

BOEING 767 MEL
23. COMMUNICATION

ITEM
23-51-3 Flight Deck Speakers С 2 0 May be inoperative provided:
a) Procedures do not require their use, and
b) TSO headset earphones/headphones (or
equivalent) are installed and operate
normally.

None
PLACARD
As appropriate
23-17 20 AUG 2007

BOEING 767 MEL
23. COMMUNICATION

ITEM
23-51-4 Push-To-Talk (PTT)
Switches
1) Control Wheel PTT C 2 1 (M) One may be inoperative provided:

Switches a) Associated Audio Selector Panel switch
operates normally,
and,
b) Affected switch is deactivated.
2) Flightcrew Audio C 2 1 (M) One may be inoperative provided:

Selector Panel PTT a) Associated Control Wheel switch operates
Switches normally,
and
b) Affected switch is verified failed open.
3) N/A

None
PLACARD
As appropriate
23-18 25 SEP 2006

BOEING 767 MEL
23. COMMUNICATION

ITEM
23-51-5 Flight Crew Communication
Equipment
1) Boom Microphones A - 0 May be inoperative or missing

provided:
a) Associated hand microphone is installed
and operates normally,
b) Flight Data Recorder (FDR) operates
normally, and
c) Repairs are made within three flight days .
2) Hand Microphones C - 0 May be inoperative or missing provided associated

boom microphone operates normally.
D - 0 May be inoperative or missing provided procedures

do not require its use.
a) N/A
3) TSO Headset C - 1 Either the captain's or first officer's

Earphones/Headphones earphone/headphone may be inoperative or missing
provided associated flight deck speaker operates
normally.

None
PLACARD
As appropriate
23-19 20 AUG 2007

BOEING 767 MEL
23. COMMUNICATION

ITEM
23-71-1 Cockpit Voice Recorder A 1 0 May be inoperative provided:
(CVR) System a) Flight Data Recorder (FDR) operates
normally, and
b) Repairs are made within three flight days .

None
PLACARD
As appropriate
23-20 25 SEP 2006

BOEING 767 MEL
24. ELECTRICAL POWER
24-0.1 20 AUG 2007

BOEING 767 MEL


ITEM
24-00-1 Engine Generator Systems
(IDG, GCB)
ER
1) N/A
2) PW4000 B 2 1 (M) (0) Except for ER operations beyond 120
minutes, one may be inoperative provided:
a) APU generator operates normally and is
used to supply busses of the inoperative
channel throughout the flight,
b) All generator control units, including APU,
operate normally,
c) For ER operations, at least one Hydraulic
Motor Generator (HMG) is verified to
operate normally,
d) If the APU has been operating for an
extended period of time in heavy falling or
blowing snow, inspect inlet plenum before
departure to verify that accumulations of
snow or ice are not present, and
e) FUEL TEMP Indicating System operates
normally,
f) For engine air oil cooler operating
normally, fuel tank temperature remains at
or above -37 degrees C,
g) For engine air oil cooler open, fuel tank
temperature remains at or above -30
degrees C,
h) For either f) or g) configuration, the fuel
tank temperature must remain above the
specified minimum throughout the entire
flight.
3) N/A

L IDG FILTER L IDG OIL TEMP L IDG TEMP SENS
R IDG FILTER R IDG OIL TEMP R IDG TEMP SENS
PLACARD
Electrical system control panel as appropriate - L (R) GEN CONT INOP
OPERATIONS (O)
1. Leave inoperative GEN CONT switch in the OFF position.
2. Start APU.
3. After APU start, observe that amber BUS OFF, APU GEN OFF and UTILITY BUS OFF lights are not
illuminated.
4. To determine APU fuel flow utilize Boeing performance software (APM, INFLT) or the Flight Planning
Performance Manual. Alternatively, a conservative average fuel flow for the climb/cruise/descent is
(-200/-300) 90 kg per hour.
24-1 20 AUG 2007

BOEING 767 MEL


ITEM
24-00-2 APU Generator С 1 0 Except for ER operations, may be inoperative
provided both engine generators operate normally.
ER
B 1 0 (M) Except for ER operations beyond 120 minutes,
may be inoperative provided:
a) Both engine generators operate normally,
and
b) At least one Hydraulic Motor Generator
(HMG) is verified to operate normally..

None
PLACARD
Electrical system control panel as appropriate - APU GEN INOP (REMOVED)
OPERATIONS NOTE
1. If APU Generator is removed, account for effect on airplane weight and balance.
2. Leave inoperative APU GEN switch in the OFF position.
3. If external power is not available, accomplish battery start procedure:
A. Accomplish the normal Exterior Inspection and Supplementary Electrical PowerUp procedure to:
Electrical Power .......................................................................... Establish
NOTE: Ground air source must be used.

B. Engine Ignition Selector .................................................... SINGLE/1 or 2
C. Isolation Switches ................................................................................ ON
NOTE: If right isolation switch is off, start Left engine first or have the right isolation valve opened by
ground crew.
D. Speedbrake Lever ............................................................................ Down
E. Reverse Thrust Levers ..................................................................... Down
F. Forward Thrust Levers .................................................................. Closed
G. Flap Lever ............................................................................................ Set
Position flap lever to agree with flap position.
H. Parking Brake ....................................................................................... Set
I. Fuel Control Switches.................................................................. CUTOFF
J. Left Audio Selector Panel ..................................................................... Set
K. Right Electric DEMAND Pump Selector ....................................... AUTO
L. Pack Control Selectors ........................................................................ OFF
NOTE: Pack valves, if not closed during previous airplane shutdown, must be closed by ground crew
prior to engine start, on airplanes not equipped with Hydraulic Driven Generator.
M. Start one engine using using standby engine indicator. Observe EGT start limit: 535 °C
N. Continue normal PREFLIGHT procedure.
24-2 20 AUG 2007

BOEING 767 MEL


ITEM
24-11-1 Generator DRIVE Lights
1) (-200/-300) B 2 1 (M) One may be inoperative off provided associated

EICAS message is verified to operate normally.
B 2 1 (M) One may be inoperative off provided associated

IDG is disconnected.
2) N/A

None
PLACARD
Electrical system control panel as appropriate - L (R) GEN DRIVE LIGHT INOP or L (R) IDG DISC
24-3 25 SEP 2006

BOEING 767 MEL


ITEM
24-25-1 Hydraulic Motor Generators
(HMG)
ER
1) Air Data Computer C 1 0 (0) Except for ER operations, may be inoperative
(ADC) Equipped provided:
Airplanes a) Center IRS operates normally, and
b) First officer's IRS instrument source select
switch operates normally.
C 1 0 Except for ER operations, may be inoperative for

Day VMC flight.
C 1 0 (M) (O) For ER operations up to 120 minutes, may
be inoperative provided:
a) Both engine generators and the APU
generator operate normally,
b) Center IRS operates normally,
d) First officer's IRS instrument source select
A 1 0 (M) (O) For ER operations beyond 120 minutes, may
b) APU is started before reaching the ETOPS
segment, then operated continuously until
within 60 minutes of a suitable airport,
c) Center IRS operates normally,
d) First officer’s IRS instrument source select
switch operates normally, and
e) Operations are limited to not more than
three flight days before repair is made.
2) N/A

HYD GEN VAL L HYD GEN VAL
C HYD GEN VAL R HYD GEN VAL
PLACARD
Airplane flight log as appropriate - (L, R or C) HYD MOTOR GEN INOP
OPERATIONS (O)
1. For ETOPS, observe MMEL requirements for operation of APU.
Performance Manual. Alternatively, a conservative average fuel flow for normal cruise altitudes is
(-200/ -300) 75 kg per hour.
3. If all AC power is lost, Captain’s RDMI information may be lost. Captain’s RDMI information may be
recovered by selecting ALTN on the First Officer’s IRS Instrument Source Selector Panel.
24-4 20 AUG 2007

BOEING 767 MEL


ITEM
24-25-2 Hydraulic Motor Generator
Valve
ER
1) Air Data Computer C 1 0 (M)(O) Except for ER operations, may be inoperative
(ADC) Equipped closed provided:
Airplanes a) Center IRS operates normally, and
b) First officer's IRS instrument source select
C 1 0 (M) Except for ER operations, may be inoperative
closed for Day VMC flight.
C 1 0 (M) (O) For ER operations up to 120 minutes, may
be inoperative closed provided:
b) Center IRS operates normally,
d) First officer's IRS instrument source select
A 1 0 (M) (O) For ER operations beyond 120 minutes, may
be inoperative closed provided:
b) APU is started before reaching the ETOPS
segment, then operated continuously until
within 60 minutes of a suitable airport,
c) Center IRS operates normally,
d) First officer’s IRS instrument source select
e) Operations are limited to not more than
three flight days before repair is made.
2) N/A

HYD GEN VAL L HYD GEN VAL
C HYD GEN VAL R HYD GEN VAL
PLACARD
Airplane flight log as appropriate - L (R or C) HYD MOTOR GEN INOP
OPERATIONS (O)
1. For ETOPS, observe MMEL requirements for operation of APU.
Performance Manual. Alternatively, a conservative average fuel flow for normal cruise altitudes is
(-200/ -300) 75 kg per hour.
3. If all AC power is lost, Captain’s RDMI information may be lost. Captain’s RDMI information may be
recovered by selecting ALTN on the First Officer’s IRS Instrument Source Selector Panel.
24-5 20 AUG 2007

BOEING 767 MEL


ITEM
24-27-1 BUS OFF Lights С 2 1 (O)One may be inoperative provided Bus Tie ISLN
lights and associated GEN CONT OFF light operates
normally.

None
PLACARD
Affected light - LIGHT INOP
OPERATIONS (O)
1. After starting engines verify that Bus Tie ISLN lights are not illuminated.
2. Verify that GEN CONT OFF lights are not illuminated.
3. Inflight illumination of both the ISLN and GEN CONT OFF lights for a bus indicates the bus is
unpowered. Follow Operations Manual Non Normal procedures for AC BUS(ES) OFF.
24-6 25 SEP 2006

BOEING 767 MEL


ITEM
24-27-2 GEN CONT OFF Lights C 2 1 (M) (O) One may be inoperative provided associated
EICAS message L(R) GEN OFF is verified to
operate normally.
B 2 1 One may be inoperative for an associated inoperative

generator.
1) N/A

None
PLACARD
As appropriate
OPERATIONS (O)
Substitute the EICAS Advisory messages L (R) GEN OFF for the inoperative GEN CONT OFF lights in the
GENERATOR OFF non-normal procedure.
24-7 20 AUG 2007

BOEING 767 MEL


ITEM
24-27-3 APU GEN OFF Light C 1 0 (M)May be inoperative provided EICAS message
APU GEN OFF is verified to operate normally.
C 1 0 May be inoperative provided APU generator is not

required for flight.
NOTE: The APU, and APU generator are required for ETOPS dispatch.

None
PLACARD
As appropriate
OPERATIONS NOTE
Proviso wording “not required for flight” means use of the APU generator cannot be planned, but if there is an
IDG failure during flight it could be used.
24-8 20 AUG 2007

BOEING 767 MEL


ITEM
24-27-4 BUS TIE ISLN Lights C 2 0 May be inoperative provided the
associated BUS OFF light operates
normally.

None
PLACARD
As appropriate
24-9 25 SEP 2006

BOEING 767 MEL


ITEM
24-27-5 UTILITY BUS OFF Lights C 2 0

None
PLACARD
As appropriate
24-10 25 SEP 2006

BOEING 767 MEL


ITEM
24-27-6 Generator FIELD OFF D 3 0
Lights

None
PLACARD
As appropriate
24-11 25 SEP 2006

BOEING 767 MEL


ITEM
24-30-1 Standby Power Bus OFF
Light
1) (-200/-300) C 1 0 (M) (O)May be inoperative provided:
a) Both EICAS systems operate normally,
and
b) All other Standby Bus indications are
verified to operate normally.
2) N/A

None
PLACARD
As appropriate
OPERATIONS (O)
Substitute the STANDBY BUS OFF advisory message for the inoperative standby power bus OFF light in the
STANDBY BUS OFF non-normal procedure.
24-12 25 SEP 2006

BOEING 767 MEL


ITEM
24-31-1 APU Battery
ER
1) Airplanes without C 1 0 (M) (O) May be inoperative provided:
Main/APU Battery Tie a) APU is deactivated or removed, and
System b) APU is considered inoperative.
2) N/A
NOTE 1: The APU cannot be started with the battery inoperative, deactivated or removed.
NOTE 2: The APU, and APU generator, may be required for ETOPS dispatch.
NOTE 3: APU battery may be required for those aircraft which have the APU battery paralleled with the
main batteries to meet regulatory requirements for standby power. This is not an FAR requirement.
Each operator should review their respective regulatory agency requirements to determine whether
this MEL relief is appropriate for their operation.

APU BAT NO STBY
PLACARD
As appropriate, APU Control panel - INOP - BATTERY REMOVED or BATTERY INOP
OPERATIONS (O)
If APU battery is removed, account for effect on airplane weight and balance.
24-13 20 AUG 2007

BOEING 767 MEL


ITEM
24-31-2 APU Battery Charger
ER
1) Airplanes without C 1 0 (M) May be inoperative provided:
Main/APU Battery Tie a) APU battery charger is deactivated or
System removed, and
b) APU is not required.
2) N/A
NOTE 1: Under standard day conditions, up to 3 APU starts may be made with a fully charged APU battery.
This MEL item does not preclude starting the APU, nor does it allow dispatch credit for the APU
generator or the APU pneumatics.
NOTE 2: APU battery may not be fully charged. A fully charged APU battery may be required for those
aircraft which have the APU battery paralleled with the main batteries to meet regulatory
requirements for standby power. This is not an FAR requirement. Each operator should review
their respective regulatory agency requirements to determine whether this MEL relief is appropriate
for their operation.

APU BAT CHGR
PLACARD
APU control panel - APU BAT CHGR INOP
24-14 20 AUG 2007

BOEING 767 MEL


ITEM
24-31-3 N/A
24-32-1 N/A
24-32-2 N/A
24-41-1 External Power System (s) C 1 0
1) EXT PWR AVAIL C 1 0 (O) May be inoperative provided alternate

Light (Flight Deck) procedures are established and used.
2) EXT PWR ON Light C 1 0 (O) May be inoperative provided alternate

(Flight Deck) procedures are established and used.
3) EXTERNAL POWER C 1 0 (O) May be inoperative provided alternate

CONNECTED Light procedures are established and used.
(External power panel)
4) EXTERNAL POWER C 1 0 (O) May be inoperative provided alternate

NOT IN USE Light procedures are established and used.
(External power panel)

None
PLACARD
As appropriate
OPERATIONS (O)
1. Establish alternate procedures using hand signals, flight deck to ground communication systems or other
means to compensate for inoperative lights or system.
2. Electrical loads may be shed during ground operations when one (or more) external power system is
inoperative. For example, if a single external power source is used for ground operations, electrical power
may not be available for galleys, in-flight entertainment, etc.
24-15 20 AUG 2007

BOEING 767 MEL


ITEM
24-51-1 N/A
24-51-2 Voltage Harmonic Filters D - 0 (M) May be inoperative provided associated

individual video system (IVS) zone is deactivated.
D - 0 May be inoperative provided associated video system

remains off.

ELEC FILTER
PLACARD
As appropriate
24-16 25 SEP 2006

BOEING 767 MEL
25. EQUIPMENT / FURNISHINGS
25-0.1 20 AUG 2007

BOEING 767 MEL
25-0.2 20 AUG 2007

BOEING 767 MEL
25-0.3 20 AUG 2007

BOEING 767 MEL


ITEM
25-00-1 Crewmember Shoulder D - - Any in excess of those required for flight deck crew
Harness (Flight Deck) members (including official observer in observer's
seat) may be inoperative .

None
PLACARD
As appropriate
25-1 25 SEP 2006

BOEING 767 MEL


ITEM
25-11-1 Flight Crew Seat
1) Power Adjustment D 2 0 May be inoperative provided fwd/aft and vertical

System manual adjustment modes operate normally.
2) Manual Adjustment
System
a) Recline A 2 0 (M)May be inoperative provided:

a) Seat is secured in the upright position and
is acceptable to the affected crew member,
b) Fwd/Aft and vertical manual adjustment
modes operate normally, and
c) Repairs are made within two flight days .
b) Armrest B 4 0 May be inoperative provided:

a) Affected armrest is in the up position or
removed, and
b) Seat is acceptable to affected crew
member.
c) Lumbar, Thigh C 2 0 May be inoperative provided seat is acceptable to

Support and affected crew member.
Headrest

None
PLACARD
As appropriate
25-2 25 SEP 2006

BOEING 767 MEL


ITEM
25-11-2 Observer Seat(s)
1) Primary Observer Seat A 1 0 May be inoperative provided:

(Including associated a) A passenger seat in the passenger cabin is
equipment) made available to an Ukraine SAA
inspector for the performance of official
duties, and
b) Repairs are made within two flight days .
A 1 0 May be inoperative provided:

a) Secondary observer's seat is available to
the Ukraine SAA inspector for the
performance of official duties, and
A - - May be inoperative provided:

a) Required minimum safety equipment
(safety belt and oxygen) is available,
b) Seat is acceptable to the Ukraine SAA
inspector for performance of official duties,
and
c) Repairs are made within two flight days .
(Continued)
25-3 20 AUG 2007

BOEING 767 MEL


ITEM
25-11-2 Observer Seat(s) (Cont'd)
1) Primary Observer Seat

(Including associated
equipment)
(Cont'd)
D 1 0 May be inoperative provided:

a) Primary Observer's Seat is not used, and
b) Flight Crew is limited to 2 (two) pilots
only, unless full equipped Secondary
Observer' s Seat is available.
NOTE 1: These provisos are intended to provide

for occupancy of the above seats by an
Ukraine SAA inspector when the
minimum safety equipment (oxygen and
safety belt) is functional and the
inspector determines the conditions to be
acceptable.
NOTE 2: Pilot in command will determine if

minimum safety equipment is functional
for other persons authorized to occupy
observer seat.
2) Additional Observer D - 0
Seat(s) (Including
Associated Equipment)
NOTE: The pilot in command will determine if

the minimum safety equipment is
functional for other persons authorized
to occupy additional observer seat (s).

None
PLACARD
As appropriate
25-4 20 AUG 2007

BOEING 767 MEL


ITEM
25-20-1 Passenger Convenience/ DELETED, relief incorporated in NEF List.
NEF Items
NOTE: Exterior lavatory door ash trays are not

considered NEF items.

None
PLACARD
As appropriate
25-5 20 AUG 2007

BOEING 767 MEL


ITEM
25-25-1 Flight Attendant Seat
Assembly (Single or Dual
Position)
1) Required Flight B - - (M) (O)One seat position or assembly (dual position)
Attendant Seats may be inoperative provided:
a) Affected seat position or seat assembly is
not occupied,
b) Flight Attendant (s) displaced by
inoperative seat(s) occupies either an
adjacent flight attendant seat or the
passenger seat which is most accessible to
the inoperative seat(s), so as to most
effectively perform assigned duties,
c) Alternate procedures are established and
used as published in crewmember manuals,
d) Folding type seat stows automatically or is
secured in the retracted position, and
e) Passenger seat assigned to flight attendant
is placarded FOR FLIGHT ATTENDANT
ONLY.
NOTE 1 : An automatic folding seat that will not

stow automatically is considered inoperative.
NOTE 2: A seat position with an inoperative or

missing restraint system is considered inoperative.
NOTE 3:N/A
(Continued)
25-6 25 SEP 2006

BOEING 767 MEL


ITEM
25-25-1 Flight Attendant Seat
Assembly (Single or Dual NOTE 4: If one side of a dual seat assembly is
Position) inoperative and a flight attendant is displaced to the
(Cont’d) adjacent seat, the adjacent seat must operate
normally.
2) Excess Flight Attendant С - - (M)May be inoperative provided:

Seats a) Affected seat position or seat assembly is
not occupied, and
b) Folding type seat stows automatically or is
secured in the retracted position.
NOTE 1: An automatic folding seat that will not stow

automatically is considered inoperative .
NOTE 2: A seat position with an inoperative or

missing restraint system is considered inoperative.
3) N/A

None
PLACARD
Inoperative seat - INOP
Passenger seat to be used by flight attendant - FOR FLIGHT ATTENDANT ONLY
OPERATIONS NOTE
The cabin attendant assigned to the affected seat must occupy a passenger seat as close to or closer than the
nearest seated passenger to the associated exit. The cabin attendant must be able to reach the assigned
emergency exit in essentially the same time as from the normally assigned seat, i.e., a 2 or 3 second time
difference is considered "essentially the same time".
25-7 25 SEP 2006

BOEING 767 MEL


ITEM
25-25-2 Passenger Seats С - - (M) May be inoperative provided:
a) Seat does not block an Emergency Exit,
b) Seat does not restrict any passenger from
access to the main aircraft aisle, and
c) The affected seat(s) are blocked and
placarded "DO NOT OCCUPY".
NOTE 1: A seat with an inoperative seat belt is

considered inoperative .
NOTE 2: Inoperative seats do not affect the required

number of Flight Attendants .
NOTE 3: Affected seat(s) may include the seat(s)

behind and/or adjacent outboard seats .
1) ReclineMechanism С - - (M) May be inoperative and seat occupied provided
seat is secured in the up-right position.
2) Underseat Baggage С - - (M)(O)May be inoperative provided:
Restraining Bars a) Baggage is not stowed under seat with
inoperative restraining bar,
b) Associated seat is placarded "DO NOT
STOW BAGGAGE UNDER THIS
SEAT", and
c) Procedures are established to alert Cabin
Crew of inoperative restraining bar.
3) Armrest C - - (M) May be inoperative or missing and seat occupied

provided:
a) Armrest does not block an Emergency
Exit,
b) Armrest does not restrict any passenger
from access to the main aircraft aisle, and
c) For an armrest with a recline mechanism,
seat is secured in the upright position.

None
PLACARD
INOP - DO NOT OCCUPY
SEAT UNABLE TO RECLINE
DO NOT STOW BAGGAGE UNDER THIS SEAT
OPERATIONS (O)
For an inoperative UNDERSEAT BAGGAGE RESTRAINING BAR, ensure cabin crew is notified of the
inoperative restraining bar and that baggage is not to be placed under the associated seat.
25-8 20 AUG 2007

BOEING 767 MEL


ITEM
25-25-3 N/A
25-25-4 Underseat Baggage Moved to 25-25-2.
Restraining Bars
25-25-5 N/A
25-28-1 Overhead Storage Bin (s) C - - (M)May be inoperative provided:

/Cabin and Galley Storage a) Procedures are established to secure
Compartment/ Closets compartment CLOSED,
b) Any emergency equipment located in
affected compartment is considered
inoperative, and
c) Affected compartment is not used for
storage of any item(s) except for those
permanently affixed.
NOTE: If no partitions are installed, the entire

overhead storage compartment is considered
one bin.
1) Multi Latch/Quarter С - - One latch/lug per compartment may be inoperative
Turn Lug Installations provided:
a) Remaining latch(es)/lug(s) on affected
compartments operate normally, and
b) If affected compartment is used for a galley
cart, the cart remains empty.
2) N/A

None
PLACARD
COMPARTMENT INOPERATIVE - DO NOT USE FOR STORAGE
OPERATIONS (O)
Procedures must be established to maintain the security of contents normally placed in the locked compartment.
25-9 20 AUG 2007

BOEING 767 MEL


ITEM
25-38-1 Exterior Lavatory Door
Ashtrays
1) Airplanes With More A - - One may be missing provided it is replaced within

Than One Exterior ten calendar days.
Lavatory Door Ashtray
Installed
2) Airplanes With Only A 1 0 May be missing provided it is replaced within three

One Exterior Lavatory calendar days .
Door Ashtray Installed

None
PLACARD
As appropriate
25-10 20 AUG 2007

BOEING 767 MEL


ITEM
25-38-2 Galley Waste Receptacle C - - (M) (O) May be inoperative provided:
Access Doors/Covers a) Container is empty and the access is
secured to prevent waste introduction into
the compartment, and
b) Procedures are established to ensure that
sufficient galley waste receptacles are
available to accommodate all waste that
may be generated on the flight.

None
PLACARD
As appropriate
OPERATIONS (O)
Ensure that sufficient galley waste receptacles are available to accomodate all waste that may be generated on
the flight.
25-11 25 SEP 2006

BOEING 767 MEL


ITEM
25-41-1 Lavatory Waste Container C - - (M)May be inoperative provided:
Flapper /Access Doors a) Associated lavatory waste container is
empty and access is secured to prevent
waste introduction into the waste container,
b) Lavatory is only used by crewmembers,
and
c) Associated lavatory entrance door is locked
closed and placarded, INOPERATIVE -
DO NOT USE.
NOTE 1: These provisos are not intended to prohibit

lavatory use or inspections by crewmembers
.

None
PLACARD
As appropriate
25-12 25 SEP 2006

BOEING 767 MEL


ITEM
25-50-1 Lower Cargo Compartment
Lining Panels, Floor Panels
and Walkways
1) Sidewall Lining Panels C - - (O) May be damaged or missing provided procedures

are established and used to ensure associated
compartment (s) remain empty, or is verified to
contain only empty cargo handling equipment, ballast
(ballast may be loaded in ULDs) , and/or Fly Away
Kits.
2) Floor Panels and

Walkways
a) Airplanes with C - - (O) May be damaged or missing provided procedures
Full Floors are established and used to ensure associated
compartment remains empty, or is verified to contain
only empty cargo handling equipment, ballast (ballast
may be loaded in ULDs), and/or Fly Away Kits.
b) Airplanes with C - - May be damaged or missing.

Partial Floors

None
PLACARD
As appropriate
OPERATIONS (O)
Operators verify the associated compartment remains empty or contains only ballast, empty cargo handling
equipment (ballast may be loaded in ULDs), or fly away kits. Non-flammable , non-corrosive items are
approved for inclusion in the fly away kits and can be used as ballast.
25-13 20 AUG 2007

BOEING 767 MEL


ITEM
25-53-1 Cargo Loading System D 1 0
NOTE: Any portion of system (s) that operates

NOTE: Formerly referred to as the automatic cargo loading system.

None
PLACARD
As appropriate
25-14 25 SEP 2006

BOEING 767 MEL


ITEM
25-54-1 Cargo Restraint Systems C - - (M)May be inoperative or missing provided
/Devices acceptable cargo loading limits from an approved
source , i.e., an approved Cargo Loading Manual,
Cargo Handling Manual, or Weight and Balance
Document are observed.
C - - May be inoperative or missing provided associated

cargo compartment remains empty.

None
PLACARD
As appropriate
25-15 25 SEP 2006

BOEING 767 MEL


ITEM
25-55-1 N/A
25-61-1 N/A
25-62-1 Flotation Equipment (Crew D - 5 Any in excess of five may be inoperative or missing
And Passengers) provided required distribution is maintained.

None
PLACARD
As appropriate
25-16 25 SEP 2006

BOEING 767 MEL


ITEM
25-63-1 Megaphones
1) Passenger Configuration D - 2 Any in excess of two (2) may be inoperative or

missing provided:
a) Inoperative megaphone is removed from
the passenger cabin, and
b) Required distribution is maintained.
2) N/A

None
PLACARD
As appropriate
25-17 25 SEP 2006

BOEING 767 MEL


ITEM
25-63-2 Emergency Evacuation C 1 0 (O) May be inoperative provided alternate
Signal System procedures for initiating an emergency evacuation are
established and used.

require its use.

None
PLACARD
As appropriate
OPERATIONS NOTE
In case of Emergency Evacuation Signal System inoperative use the P.A. and/or Cabin/Service Interphone
systems to initiate emergency evacuation. Prior to flight the pilot in command should brief cabin crew members
on the emergency procedures that will be used.
25-18 20 AUG 2007

BOEING 767 MEL


ITEM
25-63-3 FASTEN SEAT BELT C - - One or more signs or placards may be illegible or
WHILE SEATED Signs or missing provided a legible sign or placard is visible
Placards from each occupied passenger seat.

None
PLACARD
As appropriate
25-19 25 SEP 2006

BOEING 767 MEL


ITEM
25-63-4 Flight Attendant Flashlight/ C - - May be inoperative or missing provided crewmember
Holder Assemblies assigned to associated seat has a flashlight of
equivalent characteristics readily available.
25-63-5 N/A
25-63-10 Emergency Locator

Transmitter (ELT)
1) Survival Type ELTs D - 2 Any in excess of two may be inoperative or missing
2) Fixed ELTs A - 0 May be inoperative or missing provided repairs are

made within 90 days.
D - 1 Any in excess of one may be inoperative or missing

None
PLACARD
As appropriate
25-20 20 AUG 2007

BOEING 767 MEL


ITEM
25-64-1 Emergency Medical
Equipment
1) First AidKits A - 3 (O) One of required first aid kits may be incomplete,
missing or inoperative provided:
a) FAK is resealed in a manner that will
identify it as a unit that can not be mistaken
for a fully serviceable unit, and
b) Repairs or replacements are made within
three flight cycles.
D - 4 Any in excess of four may be incomplete or missing
provided required distribution is maintained.
2) N/A
3) N/A

None
PLACARD
As appropriate
OPERATIONS (O)
Refer to Company Operations Manual Vol.6 , Chapters 10.30 , 10.31 , 10.32 , 10.33 for detailed FAK’s
content description.
25-21 20 AUG 2007

BOEING 767 MEL


ITEM
25-66-3 Overwing Escape Squib Test A 1 0 (M)May be inoperative provided:
System a) Overwing escape system is verified to
b) Operations are limited to not more than 50
flight hours before repairs are made .

None
PLACARD
Squib test panel - INOP
25-22 25 SEP 2006

BOEING 767 MEL
26. FIRE PROTECTION
26-0.1 20 AUG 2007

BOEING 767 MEL
26. FIRE PROTECTION
26-0.2 20 AUG 2007

BOEING 767 MEL
26. FIRE PROTECTION
26-0.3 20 AUG 2007

BOEING 767 MEL
26. FIRE PROTECTION
26-0.4 20 AUG 2007

BOEING 767 MEL
26. FIRE PROTECTION


ITEM
26-10-1 N/A
26-10-2 N/A
26-11-1 Engine Fire Detection
Systems
ER
1) Detection Loops С 4 2 Except for ER operations beyond 120 minutes, one
loop per engine may be inoperative.

L ENG FIRE LP 1
L ENG FIRE LP 2
R ENG FIRE LP 1
R ENG FIRE LP 2
PLACARD
As appropriate
26-1 25 SEP 2006

BOEING 767 MEL
26. FIRE PROTECTION


ITEM
26-11-2 Engine Overheat Detection
Systems
ER
1) Detection Loops С 4 2 Except for ER operations beyond 120 minutes, one
loop per engine may be inoperative.

L ENG OH LP1
L ENG OH LP2
R ENG OH LP1
R ENG OH LP2
PLACARD
As appropriate
26-2 20 AUG 2007

BOEING 767 MEL
26. FIRE PROTECTION


ITEM
26-12-1 N/A
26-14-1 CARGO DET AIR С 1 0 (M) Indication may be inoperative provided the
Indicating System smoke sampling system integrity is verified before
each departure .

CARGO DET AIR (-200/-300)
PLACARD
As appropriate
26-3 25 SEP 2006

BOEING 767 MEL
26. FIRE PROTECTION


ITEM
26-15-1 APU Fire Detection System C 1 0 May be inoperative provided the APU is considered
inoperative.
ER
C 1 0 (M)(O) May be inoperative provided:
a) Other procedures do not require use of
APU,
b) APU is used for ground operations only,
b) APU is continuously monitored by ground
personnel when operating,
c) APU external control system operates
normally, and
d) APU is not used during taxi.
1) Detection Loops C 2 1 Except for ER operations beyond 120 minutes, one
loop may be inoperative.
NOTE: The APU, and APU generator, may be required for ETOPS dispatch.

APU FIRE LP 1
APU FIRE LP 2
PLACARD
With one loop inoperative, near EICAS - APU FIRE LOOP 1 (2) INOP
With two loops inoperative, ENG/APU/CARGO FIRE/OVHT TEST switch - APU FIRE DET INOP
OPERATIONS (O)
1. For APU use during ground operations, position a fire guard near the tail of the airplane to monitor the APU.
2. Do not use the APU inflight or during taxi operations.
26-4 20 AUG 2007

BOEING 767 MEL
26. FIRE PROTECTION


ITEM
26-16-1 Lower Cargo Compartment C 2 0 (O)May be inoperative provided procedures are
Fire Detection Systems (Fwd established and used to ensure the associated
and Aft) compartment remains empty, or is verified to contain
only empty cargo handling equipment, ballast,
Kits.
1) Detectors
a) (-200/ -300) C 4 2 (O) One in each compartment may be inoperative
provided remaining detector is verified to operate
normally before each departure.
b) N/A
2) N/A
3) Detector Fans
a) (-200/ -300) C 4 2 One in each compartment may be inoperative.
b) N/A

AFT CARGO DET 1 AFT CARGO DET 2 CARGO DET AIR
FWD CARGO DET 1 FWD CARGO DET 2
PLACARD
As appropriate
OPERATIONS (O)
When dispatching with empty cargo compartment:
Operators must verify the associated compartment remains empty or contains only ballast, empty cargo handling
equipment (ballast may be loaded in ULDs), or fly away kits.Non-flammable, non-corrosive items are approved
for inclusion in the fly away kits and can be used as ballast.
When dispatching with one detector in a compartment inoperative, verify remaining detector operates normally:
1. Depress and hold the ENG/APU/CARGO switch on the fire/overheat test panel (P8) to perform a self test.
2. All detector EICAS maintenance messages will be displayed and the following fire indications will
illuminate/display:
Red FWD and AFT CARGO FIRE switchlights (P8)

Red FIRE light (P1-3)
EICAS messages, FWD and AFT CARGO FIRE
Red master warning light (P7)
Fire bell sounds
3. Release the ENG/APU/CARGO switch.

4. Messages and lights will extinguish for those systems which operate normally. Applicable EICAS messages
will be displayed for those systems which are inoperative. The FAIL P-RESET (P-8 panel) switchlight and
EICAS advisory message, FIRE/OVHT SYS, will remain displayed if there is a dual-detector fault (or dual loop
fault for ATC A1NM -200 SF). Dispatch is not allowed for dual-detector (or dual loop) faults, unless the cargo
compartment remains empty and the OPERATIONS (O) procedure is observed.
26-5 20 AUG 2007
BOEING 767 MEL
26. FIRE PROTECTION


ITEM
26-16-2 N/A
26-17-1 Wheel Well Fire Detection C 1 0 May be inoperative provided BTMS operates
System normally
NOTE: Avoid the possibility of retracting an
overheated wheel by monitoring brake
temperature indications.
C 1 0 (M) May be inoperative provided an accepted
procedure is used to ensure brakes are cool before
engine start.
NOTE 1: Avoid possibility of retracting an
overheated wheel by leaving landing gear
extended for ten minutes after takeoff.
Pilots must consider possibility of ice
accumulation with landing gear extended
during winter operations.
NOTE 2: In case of engine failure after V1, landing

gear should be retracted until takeoff
obstacles are cleared.

None
PLACARD
In the event all four fire detector sensors are inoperative, then, placard adjacent to WHL WELL FIRE light -
WHL WELL FIRE DET INOP.
If any of the fire detector sensors are operative, then that sensor will operate normally, and the WHL WELL
FIRE light will illuminate if that sensor detects a fire.
OPERATIONS NOTE
1. A conservative delta fuel burn increase for leaving the landing gear extended for 10 minutes is 970kg.
2. It is not necessary to apply gear down performance adjustments when dispatching under this item.
26-6 20 AUG 2007

BOEING 767 MEL
26. FIRE PROTECTION


ITEM
26-18-1 DUCT LEAK Detection
Systems
1) L and R Loop C 4 2 One loop in each system may be inoperative.
A - 1 (M) (O)May be inoperative provided:

a) Associated ENG BLEED switch remains
OFF,
b) Associated bleed ISLN valve remains
closed except for engine start,
c) Airplane is not operated in known or
forecast icing conditions,
d) Airplane remains at or below FL 270,
e) APU is used as an air source during takeoff
and landing,
f) One body loop operates normally, and
g) For PW engines, associated fan air
modulation valve is secured in the
intermediate position,
h) For PW engines, appropriate performance
adjustments are applied, and
i) Operation is limited to one flight day only,
before repairs are made.
A - 1 (O)May be inoperative provided:

OFF,
e) ADP inoperative penalties are applied,
f) Center Hydraulic Motor Generator is
considered inoperative,
g) One body loop operates normally,
h) For PW engines, associated fan air
modulation valve is secured in the
intermediate position,
i) For PW engines, appropriate performance
adjustments are applied, and
j) Operation is limited to one flight day only,
(Continued)
26-7 20 AUG 2007

BOEING 767 MEL
26. FIRE PROTECTION


ITEM
Systems
(Cont'd)
1) L and R Loop A - 1 (O) May be inoperative provided:

(Cont'd) a) Associated ENG BLEED switch remains
OFF,
e) APU is used as an air source during takeoff
and landing,
f) One body loop operates normally,
g) For PW engines, appropriate performance
adjustments are applied for an open fan air
modulation valve, and
h) Operation is limited to one flight day only,
A - 1 (O) May be inoperative provided:

OFF,
e) ADP inoperative penalties are applied,
f) Center Hydraulic Motor Generator is
considered inoperative,
g) One body loop operates normally,
h) For PW engines, appropriate performance
adjustments are applied for an open fan air
modulation valve, and
i) Operation is limited to one flight day only,
(Continued)
26-8 20 AUG 2007

BOEING 767 MEL
26. FIRE PROTECTION


ITEM
Systems
(Cont'd)
2) Body Loop C 2 1
С - 0 (O)May be inoperative provided:
a) APU is not used as a pneumatic source
except as required for engine start,
b) APU bleed air switch remains off except as
required for engine start,
c) Center bleed ISLN valve remains closed
except as required for engine start,
d) ADP inoperative performance penalties are
applied,
e) Both center electric pumps operate
normally,
f) Airplane remains at or below FL 270,
g) Center Hydraulic Motor Generator is not
required, and
h) One L and one R loop operate normally.
3) Test Function C 1 0 (M)May be inoperative provided detection system is
verified operative once each flight day.
4) N/A
NOTE 1: The 767 airplanes have either a single loop or dual loop Duct Leak Detection System. Both systems
have a test function.
NOTE 2: On the single loop system, MEL relief exists for one of the following: right loop, left loop, body
loop, and the test function.
NOTE 3: On the dual loop system, MEL relief exists for (a) up to three of the four loops in the (L,R) system,
(b) both body loops, and (c) the test function.
NOTE 4: For L or R Loop Inoperative: PW4000 The fan air modulation valve (FAMV) can be (1) secured
by maintenance in the intermediate position, or (2) allowed to be driven full open by the closed
Pressure Regulating Valve (ENGINE BLEED switch OFF - no maintenance). The performance
penalty associated with the FAMV in the intermediate position is less than the penalty associated
with the FAMV in the full open position.
NOTE 5: N/A.
NOTE 6: The HMG is required for ETOPS routes if an IDG or APU generator is inoperative. The HMG is
not required for non-ETOPS.

L STRUT DCT LP 1 R STRUT DCT LP 1
L STRUT DCT LP 2 R STRUT DCT LP 2
L DUCT LEAK LP 1 R DUCT LEAK LP 1
L DUCT LEAK LP 2 R DUCT LEAK LP 2
BODY DUCT LP 1 BODY DUCT LP 2
DUCT LEAK LP
PLACARD
As appropriate - DUCT LEAK DET LOOP/TEST INOP
26-9 20 AUG 2007
BOEING 767 MEL
26. FIRE PROTECTION
OPERATIONS (O)
1. For Left or Right Loops inoperative, maintenance has Fan Air Modulation Valve secured in intermediate
position, and APU is avaialable:
A. The affected ENG BLEED valve must be maintained off, therefore use the APU as the air source for the
ADP.
B. PW4000: Reduce performance limited weights for takeoff, landing and enroute climb in accordance with
Item 36-12-2 Operations (O) procedure for a FAMV secured in the intermediate position.
2. For Left or Right Loops inoperative, maintenance has Fan Air Modulation Valve secured in intermediate
position, and APU is not available:
A. The affected ENG BLEED valve must be maintained off, therefore apply ADP inoperative penalties
(available in Item 29-11-3).
B. PW4000: Reduce performance limited weights for takeoff, landing and enroute climb in accordance with
Item 36-12-2 Operations (O) procedure for a FAMV secured in the intermediate position.
C. The ADP will not operate, therefore the HMG will not operate. ETOPS flights require three electrical
sources to be available. The HMG cannot be counted as one of the ETOPS electrical sources in this
MMEL situation.
3. For Left or Right Loops inoperative, (ENGINE BLEED switch OFF - no maintenance action taken), and
APU is available:
A. The affected ENG BLEED valve must be maintained off, therefore use the APU as the air source for
the ADP.
B. PW4000: The Fan Air Modulation Valve is driven full open by a closed Pressure Regulationg Valve
(ENGINE BLEED switch OFF). Reduce performance limited weights for takeoff, landing and enroute
climb in accordance with Item 36-12-2 operations (O) procedure for a full open FAMV.
4. For Left or Right Loops inoperative, (ENGINE BLEED switch OFF - no maintenance action taken), and
APU is not available:
A. The affected ENG BLEED valve must be maintained off, therefore apply ADP inoperative penalties
(available in Item 29-11-3).
B. PW4000: The Fan Air Modulation Valve is driven full open by a closed Pressure Regulationg Valve
(ENGINE BLEED switch OFF). Reduce performance limited weights for takeoff, landing and enroute
climb in accordance with Item 36-12-2 operations (O) procedure for a full open FAMV.
sources to be available. The HMG cannot be counted as one of the ETOPS electrical sources in this MEL
situation.
5. For Body Loop inoperative:

A. The ADP will not operate, apply ADP inoperative penalties in accordance with Item 29-11-3
Operations (O) procedure.
B. The APU shall not be used as a pneumatic source except as required for engine start. The APU can be
used as an electrical source.
sources to be available. The HMG cannot be counted as one of the ETOPS electrical sources in this MEL
situation. The two IDGs and APU generator do fulfill this ETOPS requirement.
D. With both body loops inoperative, the APU BLEED air valve is OFF and Center bleed ISLN valve is
closed so heat is not available to the AFT and BULK cargo compartments. Carriage of animals and /or
perishables may be impacted.
26-10 25 SEP 2006

BOEING 767 MEL
26. FIRE PROTECTION


ITEM
26-20-1 Engine Fire Extinguisher C 2 0 (M) May be inoperative provided an acceptable test
Bottle Pressure Indicating procedure is used once each flight day to verify that
System associated bottle is properly charged.
1) Lower Cargo Moved to 26-23-1, MMEL Rev.32.

Compartment
2) APU Moved to 26-22-1, MMEL Rev.32
ER

None
PLACARD
Associated light - LIGHT INOP
26-11 20 AUG 2007

BOEING 767 MEL
26. FIRE PROTECTION


ITEM
26-20-2 Fire Extinguisher SQUIB C 1 0 (M) May be inoperative or individual test functions
TEST System may be inoperative provided each squib circuit
associated with an inoperative test function is
verified to operate normally once each flight day.
1) APU Squib Test C 1 0 May be inoperative provided APU is considered

Function inoperative.
ER
2) Cargo Squib Test C - 0 May be inoperative provided extinguisher system is
Function inoperative.
C - 0 (O)May be inoperative provided procedures are

established and used to ensure the associated
compartment remains empty, or is verified to contain
only empty cargo handling equipment, ballast,
Kits .

None
PLACARD
Test switch (P61) - SQUIB TEST INOP
OPERATIONS (O)
Operators must verify the associated compartment remains empty or contains only ballast, empty cargo
handling equipment (ballast may be loaded in ULDs), or fly away kits.Non-flammable, non-corrosive items are
approved for inclusion in the fly away kits can be used as ballast.
26-12 20 AUG 2007

BOEING 767 MEL
26. FIRE PROTECTION


ITEM
26-22-1 APU Fire Extinguisher C 1 0 Except for ER operations, may be inoperative
System provided the APU is considered inoperative.
ER
B 1 0 Except for ER operations beyond 120 minutes, may
be inoperative provided APU is considered
inoperative.
1) N/A
2) Fire Extinguisher Bottle C 2 1

Pressure Indicating
System
C - 0 (M)May be inoperative provided an acceptable test

procedure is used once each flight day to verify that
associated bottle (s) is properly charged.

None
PLACARD
As appropriate.
26-13 20 AUG 2007

BOEING 767 MEL
26. FIRE PROTECTION


ITEM
26-23-1 Lower Cargo Compartment C 1 0 (O)May be inoperative provided procedures are
Fire Extinguisher System established and used to ensure the lower cargo
(Metered or Non-Metered) compartments remain empty, or are verified to
contain only empty cargo handling equipment,
ballast, (ballast may be loaded in ULDs) , and/or Fly
Away Kits .
1) Fire Extinguisher C - - (O) Extinguisher bottle No. 2 or 2A may be
Bottles (Two and Three inoperative with cargo carried in compartments
Bottle Systems) (-200/- provided:
300) a) Airplane is operated pressurized, and
b) A chart is provided to determine the time
the airplane must remain in proximity to a
suitable airport.
2) N/A
3) Fire Extinguisher Bottle C - 0 (M) May be inoperative provided an acceptable test

Pressure Indicating procedure is used once each flight day to verify that
System associated bottle(s) is properly charged
C - 0 May be inoperative provided associated fire bottle(s)

is considered inoperative.
a) N/A
PLACARD
As appropriate
OPERATIONS (O)
1. To dispatch with an inoperative system, operators must verify the associated compartment remains empty or
contains only ballast, empty cargo handling equipment (ballast may be loaded in ULDs), or fly away kits.
Non-flammable, non-corrosive items are approved for inclusion in the fly away kits can be used as ballast.
2. To dispatch with an inoperative bottle, operators can use the following data to generate MEL information for
the specific airplanes within your fleet. Delete data that does not apply to your fleet.
NOTE 1: The 767 passenger aircraft have twelve different Lower Cargo Compartment Fire Extinguisher System
Combinations. The following pages have information on how the various systems operate. The
DESIGNATED NAME column has the assigned nomenclature, which may differ from the actual
certified time limits in the FAA APPROVED PROTECTION TIME column (see DDG # C, F, G, H,
and J). The BOTTLE NUMBER, BOTTLE TYPE, and DISCHARGE METHOD columns indicate
how a fully operational system works. The last column indicates the inoperative bottle and maximum
number of minutes a flight can be from a suitable airport.
NOTE 2: For ETOPS airplanes, the AFM has an approved range time (AFM Limitation section states that the
flight shall remain within *** minutes of a suitable airport). The AFM approved range time considers
a 15 minute diversion, thus a 157 minute FAA Approved Protection Time equates to (157-15) 142
minute range time from a suitable airport.
26-14 20 AUG 2007
BOEING 767 MEL
26. FIRE PROTECTION

NOTE 3: The BOTTLE TYPE column refers to three types of bottles. KNOCK DOWN bottles provide a
discharge of suppression agent through an open nozzle for initial fire knock down. DUMP bottles are the same
as KNOCK DOWN but are activated after a time delay. METERED bottles maintain a prescribed level of
suppression agent concentration through a metered nozzle system for noted duration of fire suppression.
NOTE 4: The tables are written for airplanes without forward cargo air conditioning unless specified otherwise
(in DESIGNATED NAME column).
NOTE 5: PRR B11863-5 is referred to in DDG # F and G. This PRR moved the location of the smaller bottle
and changed the wire/plumbing routing.
26-15 25 SEP 2006

BOEING 767 MEL
26. FIRE PROTECTION
26-16 25 SEP 2006

BOEING 767 MEL
26. FIRE PROTECTION


ITEM
26-23-2 N/A
26-26-1 Portable Fire Extinguishers D - 5 Any in excess of five (5) may be inoperative or
missing provided:
a) Inoperative fire extinguisher is tagged
inoperative, removed from the installed
location, and placed out of sight so it can
not be mistaken for a functional unit, and
b) Required distribution is maintained.

None
PLACARD
As appropriate
26-17 25 SEP 2006

BOEING 767 MEL
26. FIRE PROTECTION


ITEM
26-26-2 Lavatory Fire Extinguisher C 7 - For each lavatory, the lavatory fire extinguisher
System system may be inoperative provided Lavatory Smoke
Detector System operates normally.
C 7 - (M) (O)For each lavatory, the lavatory fire

extinguisher system may be inoperative provided:
a) Lavatory waste receptacle is empty,
b) Associated lavatory door is locked closed
and placarded, "INOPERATIVE - DO
NOT ENTER" , and
c) Lavatory is used only by crewmembers .

lavatory use or inspections by crewmembers .
NOTE 2 : N/A

None
PLACARD
As appropriate
OPERATIONS (O)
If lavatory smoke detector system does not operate normally, ensure that the associated lavatory door remains
locked and is not entered except for use or inspection by crewmembers.
26-18 25 SEP 2006

BOEING 767 MEL
26. FIRE PROTECTION


ITEM
26-26-3 Lavatory Smoke Detection C 7 - (M) (O)For each lavatory, the lavatory smoke
System detection system may be inoperative provided:
a) Lavatory waste receptacle is empty,
b) Associated lavatory door is locked closed
and placarded, "INOPERATIVE - DO
NOT ENTER" , and
c) Lavatory is used only by crewmembers .

lavatory use or inspections by
crewmembers .
NOTE 2 : N/A

None
PLACARD
As appropriate
OPERATIONS (O)
Ensure that the associated lavatory door remains locked and is not entered except for use or inspection by
crewmembers.
26-19 20 AUG 2007

BOEING 767 MEL
27. FLIGHT CONTROLS
27-0.1 20 AUG 2007

BOEING 767 MEL
27. FLIGHT CONTROLS
27-0.2 20 AUG 2007

BOEING 767 MEL
27. FLIGHT CONTROLS
27-0.3 20 AUG 2007

BOEING 767 MEL
27. FLIGHT CONTROLS
27-0.4 20 AUG 2007

BOEING 767 MEL
27. FLIGHT CONTROLS


ITEM
27-03-1 FLT CONTROL SHUTOFF C 6 0 (M)May be inoperative open.
Valves

None
PLACARD
As appropriate
27-1 25 SEP 2006

BOEING 767 MEL
27. FLIGHT CONTROLS


ITEM
27-03-2 FLT CONTROL SHUTOFF C 6 0 (M)May be inoperative provided the associated valve
OFF Lights is verified open before each departure.

None
PLACARD
Associated light - LIGHT INOP
27-2 20 AUG 2007

BOEING 767 MEL
27. FLIGHT CONTROLS


ITEM
27-08-1 Control Surface Position C 1 0 (M) (O) May be inoperative provided a visual flight
Indicating System control check is accomplished before each departure.
NOTE: For -200/300, this item covers the flight control display on the EICAS Status page.

None
PLACARD
Near EICAS screen as appropriate
MAINTENANCE (M) ONLY

OR MAINTENANCE (M) & OPERATIONS (O)
To visually check associated control surface movement:
WARNING: ENSURE PERSONNEL AND EQUIPMENT ARE CLEAR OF ALL CONTROL
SURFACES TO PREVENT INJURY OR DAMAGE.
1. Establish communications - flight deck to ground or an observer.

2. Pressurize all hydraulic systems (engines or electrically driven hydraulic pumps running).
3. Perform the following procedures:
Flight Deck Ground Observation
Control Wheel Full Left a. Observe that all left wing spoilers extend.
NOTE: The two inboard spoilers will extend approximately 20°. The
four outboard spoilers will extend approximately 45°.
b. Observe left ailerons up, right ailerons down.
NOTE: Inboard aileron deflection will be approximately 21° up or
down. Outboard aileron deflection will be approximately 30°
up and 15° down.
Control Wheel Full Right a. Observe that all right wing spoilers extend (as above).
b. Observe right ailerons up, left ailerons down (as above).
Control Column Full Aft, then Observe both elevators up, then down.
Full Forward NOTE: Elevator deflection will be trailing edge approximately
28° up and 20° down.
Push Pedals for Full Left Rudder, Observe rudder moves left, then right.
then Full Right Rudder NOTE: Rudder deflection will be approximately 26° left or right
27-3 20 AUG 2007

BOEING 767 MEL
27. FLIGHT CONTROLS


ITEM
27-08-2 Flap Position Indicator
System
1) Position Needles (-200/- C 2 1
300)

None
PLACARD
Near indicator (-200/-300) as appropriate - L (R) FLAP POS IND INOP
27-4 25 SEP 2006

BOEING 767 MEL
27. FLIGHT CONTROLS


ITEM
27-09-1 N/A
27-11-1 Aileron Trim System C 1 0 (M)May be inoperative provided:

a) One autopilot operates normally, and
b) Aileron trim system is verified centered.

None
PLACARD
Aileron trim switches - AILERON TRIM INOP.
27-5 25 SEP 2006

BOEING 767 MEL
27. FLIGHT CONTROLS


ITEM
27-11-2 Outboard Aileron Lockout С 1 0 (M) (O)May be inoperative unlocked provided
System maximum airspeed is limited to 270 KIAS or 0.73
Mach, whichever is less.
1) Indication System С 1 0 (M) (O) May be inoperative provided aileron lockout

system is verified to operate normally before each
departure .

None
PLACARD
Pilot’s center panel, near the flight controls position indicator as appropriate - OUTBOARD AILERON
LOCKOUT INOP
Near right and left Primary Flight Display - DO NOT EXCEED 270 KIAS OR 0.73 MACH
OPERATIONS (O)
Avoid large or abrupt aileron control inputs above maximum flap extension speed. Exercise caution to prevent
excessive roll response.
27-6 25 SEP 2006

BOEING 767 MEL
27. FLIGHT CONTROLS


ITEM
27-21-1 Rudder Ratio Light С 1 0 (M)May be inoperative off provided:
a) RUDDER RATIO message on the EICAS
is verified to operate normally, and
b) Both control channels operate normally.
27-21-3 Rudder Trim Indication C 1 0 (M) May be inoperative off provided:

System a) Rudder trim actuator operates normally,
b) Rudder control surface position indicating
system operates normally, and
c) Rudder trim is verified to be centered
before each departure.

None
PLACARD
As appropriate
27-7 20 AUG 2007

BOEING 767 MEL
27. FLIGHT CONTROLS


ITEM
27-31-1 N/A
27-32-1 Stall Warning Test Systems С 2 0 (M)May be inoperative provided operation of

associated systems is verified once each flight day.

None
PLACARD
As appropriate - L (R) STALL WARNING TEST INOP
27-8 25 SEP 2006

BOEING 767 MEL
27. FLIGHT CONTROLS


ITEM
27-32-2 N/A
27-41-1 Control Wheel Trim Switch B 2 1 (M) One may be inoperative on the non-flying pilot's
Systems side provided stabilizer trim system is verified to
operate normally.

None
PLACARD
As appropriate
27-9 25 SEP 2006

BOEING 767 MEL
27. FLIGHT CONTROLS


ITEM
27-41-2 Horizontal Stabilizer C 2 1 (M) (O)One may be inoperative provided:
Primary Trim Channels a) Horizontal stabilizer trim operates normally
using stabilizer trim levers (Alternate
Stabilizer Trim Switches) ,
three autopilots, and
c) No arm or control valves are failed in the
energized position.

None
PLACARD
As appropriate
OPERATIONS (O)
STAB TRIM light may illuminate. If light illuminates, trimming using the control wheel switches will be
reduced to half the normal rate. The MAINTENANCE (M) procedure confirms full trim rate is available from
the alternate trim system.
27-10 20 AUG 2007

BOEING 767 MEL
27. FLIGHT CONTROLS


ITEM
27-48-1 STAB TRIM Indicators C 2 1 One may be inoperative provided faulty indicator is
not visible.

None
PLACARD
Over associated indicator - STAB TRIM INDICATOR INOP
27-11 25 SEP 2006

BOEING 767 MEL
27. FLIGHT CONTROLS


ITEM
27-51-1 Automatic Flap Load Relief
Retraction System (Trailing
Edge)
1) -200/-300 (Actuator Rod C 1 0 (M)May be inoperative in the normal (actuator

End Down) extended) position provided flaps 30 are not used.
NOTE: Flaps 25 may be used to maximum landing

weight.
2) -300 (Actuator Rod End C 1 0 (M) (O) May be inoperative in the normal (actuator
Up) retracted) position provided the flaps 25 and flaps 30
adjusted maximum landing weights are observed.

None
PLACARD
Near flap handle - AUTO FLAP LOAD RELIEF INOP
As appropriate - DO NOT USE FLAPS 30
OPERATIONS (O)
Maximum landing weight must be equal to or less than the values listed in the following table:
27-12 25 SEP 2006

BOEING 767 MEL
27. FLIGHT CONTROLS


ITEM
27-62-1 Auto Speed Brake System C 1 0 (M) (O)May be inoperative provided system is
deactivated, and AFM decrements are applied if
landing performance requires use of auto speed
brakes .

None
PLACARD
Auto speedbrake light - AUTO SPD BRK INOP
Near speedbrake handle - AUTO SPD BRK INOP
OPERATIONS (O)
1. The FAA Approved Airplane Flight Manual provides performance penalties for airplanes certified with
landing field length credit for auto speed brakes.
2. For landing, deploy speed brakes manually.
27-13 25 SEP 2006

BOEING 767 MEL
27. FLIGHT CONTROLS


ITEM
27-62-2 Speedbrake Caution C 1 0 (O) May be inoperative provided speedbrake lever is
Indication System not positioned beyond ARMED position inflight
below 800 feet radio altitude or when landing flaps
are extended.

None
PLACARD
As appropriate
OPERATIONS (O)
Do not position the speed brake lever beyond the arm detent inflight below 800 ft radio altitude or when landing
flaps are extended.
27-14 20 AUG 2007

BOEING 767 MEL
27. FLIGHT CONTROLS


ITEM
27-63-1 AUTO SPDBRK, C 3 0 (M)May be inoperative provided associated EICAS
SPOILERS, and STAB message is verified to operate once each flight day.
TRIM Lights
27-81-1 N/A

None
PLACARD
Near annunciation panel as appropriate - AUTO SPDBRK LIGHT INOP
SPOILERS LIGHT INOP
STAB TRIM LIGHT INOP
27-15 25 SEP 2006

BOEING 767 MEL
28. FUEL
28-0.1 20 AUG 2007

BOEING 767 MEL
28. FUEL
28-0.2 20 AUG 2007

BOEING 767 MEL
28. FUEL

ITEM
28-11-1 Sump Drain Valves С (M) One may be inoperative closed.

None
PLACARD
Airplane flight log as appropriate - SUMP DRAIN VALVE INOP
28-1 25 SEP 2006

BOEING 767 MEL
28. FUEL

ITEM
28-21-1 Pressure Fueling System С 1 0 (M)May be inoperative provided alternate procedures
1) Fuel Shutoff Valves С 6 0 (M)May be inoperative closed.
С 6 0 (M)May be inoperative open if fuel jettison system is

deactivated or not installed.

None
PLACARD
Airplane flight log as appropriate - PRESS FUELING SYS INOP
Airplane flight log as appropriate - FUEL SHUTOFF VLV(S) INOP
28-2 25 SEP 2006

BOEING 767 MEL
28. FUEL

ITEM
28-21-2 Fueling Receptacle Cap С 2 0 May be inoperative or missing provided no leakage
can be detected after refueling is complete.

None
PLACARD
Fueling panel door - FUEL CAP MISSING
28-3 25 SEP 2006

BOEING 767 MEL
28. FUEL

ITEM
28-22-1 Main Tank Fuel Pumps С 4 3 (M) (O) Except for ER operations beyond 120
ER a) Inoperative pump is deactivated,
b) Both main tank quantity indications
b) The following minimum fuel quantities are
retained in the affected tank for the flight
condition shown:
TAKEOFF - 10,000 Ib . (4,540 kg)

LANDING - 5,000 Ib . (2,270 kg)
1) Automatic Function of С 1 0 (O)May be inoperative provided alternate procedures

Left FWD Pump are established and used.
NOTE 1: N/A.
NOTE 2: The minimum fuel quantities specified provide sufficient fuel to ensure the operable main tank
pump’s inlet and suction bypass inlet will remain covered at expected pitch attitudes during takeoff
and landing.
PLACARD
Associated switch as appropriate - L (or R) FWD (or AFT) PUMP INOP
OPERATIONS (O)
1. For an inoperative main tank fuel pump:
A. Ensure the following minimum fuel values are available for takeoff and landing:
Takeoff 10,000 lb. (4,540 kg)

Landing (at flight termination) 5,000 lb. (2,270 kg)
B. The landing minimum fuel quantity must be considered unusable.
2. For an inoperative automatic function of the left forward fuel pump:

A. Start the APU by momentarily selecting START on the APU selector.
B. Once the APU is running and AC power is available, select the left forward fuel pump ON.
NOTE: Fuel for the APU operation is supplied from the left main tank. When AC power is unavailable,
fuel pressure is provided by a DC fuel pump. When AC power is applied, the left forward AC
fuel pump is signaled to start regardless of its position. It is this automatic function which may be
inoperative.
28-4 20 AUG 2007

BOEING 767 MEL
28. FUEL

ITEM
28-22-2 Center Tank Fuel Pumps C 2 1 (M) (O) One may be inoperative with center tank
fueled provided:
a) Fuel quantity in main tanks is adequate to
reach a suitable airport if remaining pump
fails at any time,
b) Zero fuel weight calculations are adjusted
by weight of center tank fuel,
c) Effect on airplane balance, in event fuel
cannot be used, is accounted for,
d) Low PRESS light operates normally on
remaining pump,
e) Center tank quantity indication operates
normally,
f) One crossfeed valve is open prior to
takeoff and remains open until center tank
pump is selected OFF, and
g) Affected pump is deactivated,
a) Center tank remains empty,
b) Center tank is verified to be empty before
each refueling, and
c) Affected pumps are deactivated.
1) Airplanes with Service C 2 0 (M) May be inoperative provided:
Bulletins 767-28-0052 a) Center tank remains empty,
or 767-28-0062 or b) Center tank scavenge system is installed
Production Equivalent and operates normally, and
Installed c) Center tank fuel pumps are deactivated.
(UR-VVF, UR-VVG)
2) Airplanes Subject to
Airworthiness
Directive 2001-15-08
a) Airplanes C 2 0 (M) May be inoperative provided:
without a) Boeing Alternative Method of Compliance
Automatic Shut to Airworthiness Directive 2001-15-08
Off System (Operations Manual Bulletin Center Tank
(UR-VVO) Fuel Pumps) are in effect,
b) Center tank is verified to contain less than
5,000 pounds (2,300 kg) of fuel,
c) Center tank fuel is not used, and d)
Affected pumps are deactivated.
NOTE 1: Boeing Alternative Method of Compliance (AMOC) to Airworthiness Directive 2001-15-08
provides procedures approved by the FAA per FAA Approval Letter 140S-04-03.
NOTE 2: The Automatic Shut Off System (Service Bulletins 767-28A0083, 767-28A0084 or Production
Equivalent installed) is an Alternative Method of Compliance (AMOC) to AD 2001-15-08.
28-5 20 AUG 2007

BOEING 767 MEL
28. FUEL

None
PLACARD
Center tank pump switch(es) as appropriate - L (R) PUMP INOP
OPERATIONS (O)
If center tank fuel is to be used:
1. Ensure compliance with AD 2001-15-08 and Operations Manual Bulletin Center Tank Fuel Pumps, as
applicable. The Operations Manual Bulletin contains Boeing Alternative Method of Compliance (AMOC)
to Airworthiness Directive 2001-15-08.
2. Ensure that gross weight and fuel limitation have been satisfied.
A. Adjust the zero fuel weight of the airplane by including the weight of center tank fuel, or adjust the
maximum zero fuel weight by subtracting the weight of center tank fuel.
3. Fuel configuration should be all operable fuel boost pumps ON and crossfeed selector OPEN until center
tank pumps are selected OFF per AFM fuel usage procedures.
4. When center tank pumps are selected OFF, position crossfeed selector CLOSE.
28-6 20 AUG 2007

BOEING 767 MEL
28. FUEL

ITEM
28-22-3 Dual Fuel Crossfeed Valves C 2 1 (M) One may be inoperative provided:
a) Affected valve is secured closed,
ER b) Remaining valve operates normally, and
c) For ER operations, remaining valve is
exercised during the last hour of flight.

None
PLACARD
As appropriate
OPERATIONS NOTE
During the last hour of cruise on all ETOPS flights, exercise the operative valve per the following:
1. Select the crossfeed valve switch ON. Verify VALVE light illuminates and extinguishes.
2. Select crossfeed valve switch OFF. Verify VALVE light illuminates and extinguishes.
28-7 20 AUG 2007

BOEING 767 MEL
28. FUEL

ITEM
28-22-4 Center Tank Float Operated C 2 0 May be inoperative provided the center tank remains
Shutoff Valves empty.

None
PLACARD
Fuel Quantity Indicating System Center Tank - CENTER TANK UNUSABLE
28-8 20 AUG 2007

BOEING 767 MEL
28. FUEL

ITEM
28-22-5 N/A
28-25-1 APU (DC) Fuel Pump C 1 0 (M)May be inoperative deactivated provided both
left fuel tank boost pumps operate normally when
APU is required for dispatch.

None
PLACARD
As appropriate
28-9 20 AUG 2007

BOEING 767 MEL
28. FUEL

ITEM
28-25-2 APU Fuel Shutoff Valve C 1 0 (M)May be inoperative provided:
a) APU is considered inoperative, and
b) Valve is secured closed.

None
PLACARD
APU control panel - APU FUEL VLV INOP
28-10 20 AUG 2007

BOEING 767 MEL
28. FUEL

ITEM
28-25-3 APU Fuel Isolation Valve C 1 0 (M)May be inoperative provided the valve is secured
closed.

APU ISLN VAL
PLACARD
APU control panel - INOP
28-11 20 AUG 2007

BOEING 767 MEL
28. FUEL

ITEM
28-26-1 Defuel Valves C - 0 (M)May be inoperative closed.

None
PLACARD
Airplane flight log as appropriate - DEFUEL VLV(S) INOP
28-12 20 AUG 2007

BOEING 767 MEL
28. FUEL

ITEM
28-31-3 Fuel Jettison System C 1 0 (M) (O)May be inoperative provided:
*** a) Jettison nozzle valves are secured closed,
and
b) Jettison transfer valves are secured closed.
1) Center Tank Jettison C 2 0 (M) (O) May be inoperative provided both center
Pumps tank fuel pumps operate normally if center tank is
used.

None
PLACARD
Fuel jettison panel as appropriate - FUEL JETTISON SYS INOP or CTR JET PUMP(S) INOP
OPERATIONS (O)
NOTE: With center tank jettison pumps inoperative and both center tank fuel pumps operative, fuel jettison
capability remains available at 50% normal jettison rate.
1. Overweight landings may be safely accomplished by using normal landing procedures and techniques.
2. There are no adverse handling characteristics associated with heavier than normal landing weights.
3. Boeing does not recommend overweight autolands.
4. Refer to the Boeing Flight Crew Training Manual for further information concerning Overweight Landing
and/or Overweight Autolands Policy.
28-13 20 AUG 2007

BOEING 767 MEL
28. FUEL

ITEM
28-40-1 Crossfeed VALVE Light (s)
ER
1) Single VALVE C 1 0 (M) Except for ER operations, may be inoperative
Installation provided:
a) Crossfeed valve is verified to operate
normally, and
b) Both main fuel quantity indications operate
normally.
2) Dual VALVE
Installation
a) (-200/ -300) C 2 1 (M) One may be inoperative provided:
a) One crossfeed valve is verified to operate
normally, and
normally.
C 2 0 (M) Except for ER operations, may be inoperative

provided:
a) Both Crossfeed valves are verified to
normally.
b) N/A

None
PLACARD
Associated crossfeed valve light(s) - XFEED VLV LIGHT INOP
28-14 20 AUG 2007

BOEING 767 MEL
28. FUEL

ITEM
28-40-2 SPAR VALVE Lights С 2 0 (M)May be inoperative provided spar valve is
(-200/-300) verified to operate normally once each flight day.

None
PLACARD
Associated light(s) as appropriate - SPAR VLV LIGHT INOP
28-15 20 AUG 2007

BOEING 767 MEL
28. FUEL

ITEM
28-41-1 Fuel Tank Quantity
Indication Systems (Flight
Deck)
ER
1) Main Tank Indicators С 2 1 (M) (O) Except for ER operations, one may be
a) Fuel quantity in associated tank is verified
by an alternate procedure,
b) For non-PIP and non-Pegasus FMCs, both
EICAS computers operate normally,
c) Fuel flow indications operate normally,
d) FMC FUEL is initialized with known total
fuel quantity,
e) Procedures to identify and contain an
inflight engine fuel leak are used,
f) All main tank boost pumps operate
normally,
g) For -200/-300, fuel pump low PRESS
lights for associated tank operate normally,
h) N/A
i) For airplanes with Service Bulletin 767-
28-0052, 767-28-0062, or production
equivalents (UR-VVF, UR-VVG), center
tank remains empty.
Note: FUEL CONFIG advisory message for lateral

imbalance may be inhibited.
2) Center Tank Indicator C 1 0 (M)May be inoperative provided:
(Airplanes with Service a) Center tank remains empty,
Bulletins 767-28-0052 b) Center tank scavenge system is installed
or 767-28-0062 or and operates normally, and
Production Equivalent c) Center tank fuel pumps are deactivated.
Installed) (UR-VVF,
UR-VVG)
28-16 20 AUG 2007

BOEING 767 MEL
28. FUEL

ITEM
3) Center Tank Indicator C 1 0 (M) May be inoperative provided:
(Airplanes Subject to a) Center tank remains empty,
Airworthiness Directive b) Center tank scavenge system is installed
2001-15-08) (UR-VVO) and operates normally and,
c) Center tank fuel pumps are deactivated.
a) N/A
b) Airplanes without (M) May be inoperative provided:
Automatic Shut Off a) Boeing Alternative Method of Compliance
System to Airworthiness Directive 2001-15-08
(Operations Manual Bulletin Center Tank
Fuel Pumps) are in effect,
b) Center tank is verified to contain less than
5,000 pounds (2,300 kg) of fuel, and
c) Center tank fuel is not used.
4) Fuel Quantity
Densitometers
a) Honeywell C 3 0 (M)May be inoperative provided associated
densitometer(s) is deactivated.
b) N/A
NOTE 1: Subitem 4: Fuel Quantity Densitometers have in the past caused 1) blanking of the flight deck fuel
quantity indicators and, 2) fluctuation of flight deck fuel quantity indicators. If a densitometer is
inoperative or deactivated, the Honeywell FQIS processor unit will utilize indications from another
functional densitometer or revert to an internal density standard of 6.7 lb per gallon. B. F. Goodrich
(Simmonds) FQIS system, with an inoperative densitometer will revert to an internal density
standard of 6.725 lb per gallon. Both systems will continually meet accuracy specifications with
failed densitometers.
NOTE 2: MEL relief for the following combinations of FQIS and other inoperative equipment may be
limited or not allowed. Refer to each MEL item.
FQIS & 28-22-1 Main Tank Fuel Pumps: Limited or not allowed
FQIS & 28-22-2 Center Tank Fuel Pumps: Limited or not allowed
FQIS and 28-22-5 Automatic Shut Off System Inoperative: Relief not allowed for Subitem 3)a)
FQIS & 28-41-2 Fuel Qty Processor Channels: Not allowed
FQIS and 73-31-1 Fuel Flow Indications Inoperative: Relief not allowed for Subitem 1
NOTE 3: Service Bulletin 767-28-0052, and production equivalent PRR B12778, is the Fuel-Installation of a
Center Auxiliary Tank Override Pump or Override/Jettison Pump Without an Inlet Diffuser.
Service Bulletin 767-28-0062, and production equivalent PRR B12778-2, is the Fuel-Installation of
a Center Auxiliary Tank Override Pump or Override/Jettison Pump With a Cast-in Inlet Diffuser.
The Boeing Operations Manual Bulletins for Fuel System Imbalance Anomaly provide further
information.
NOTE 4: The FMC Operational Program Software (OPS) part number is displayed on the FMC IDENT
page. See Maintenance Tip MT 34-052 for further details.
28-17 20 AUG 2007

BOEING 767 MEL
28. FUEL

FUEL QTY BITE
FUEL QTY IND
PLACARD
Fuel Quantity Indicator - TOTAL FUEL QUANTITY INOP
Fuel Quantity Indicator as appropriate - L (R) TANK FQIS INOP or CTR TANK FQIS INOP
Center Tank Fuel Pump Switches as appropriate - CTR TANK FUEL PUMPS DEACTIVATED
OPERATIONS (O)
Review the log book to verify fuel flow indications are operating normally. Total fuel quantity must be
calculated and manually initialized on FMC Performance Initialization page. Flight crew should monitor FMC
Fuel Used, FMC Calculated Fuel and operative tank fuel quantity indications (FQIS) to ensure fuel usage is
normal.
1. Operate the flight with fuel crossfeed valve(s) closed (unless directed otherwise below).
2. Compare FMC Calculated Fuel with the flight plan fuel remaining at each way-point or fix for which
predicted fuel use is available.
3. Monitor fuel usage for any unusual decrease in fuel quantity and/or a fuel imbalance.
4. A fuel leak may be evidenced by one or more of the following:

A. Fuel quantity decreasing at an abnormal rate.
B. Excessive fuel flow.
C. Fuel imbalance - an increasing fuel imbalance rate of approximately 2,000 lb/hr (900 kg/hr) or more
should be considered a fuel leak.
NOTE: FUEL CONFIG advisory message or light may not display for a fuel imbalance condition
when left or right FQIS is inoperative.
D. Excessive lateral trim - at cruise conditions, an imbalance of 4,000 lbs will require approximately one
unit of aileron trim to hold wings level.
E. Visual observation of fuel spray from the strut/engine.
F. An engine flameout.
5. For operation with center tank fuel, when center tank fuel is depleted, verify that the airplane is at the
point predicted by the flight plan.
NOTE: If center tank fuel exhaustion precedes the predicted point, a fuel leak should be suspected.
6. If an engine fuel leak is confirmed and conditions permit, shutdown affected engine to stop the leak. After
engine shutdown, all remaining fuel may be used for the operating engine.
NOTE: Optional procedures to confirm an engine fuel leak are contained in Miscellaneous Section 5,
Item 5-28-1.0
28-18 20 AUG 2007

BOEING 767 MEL
28. FUEL

ITEM
28-41-2 Fuel Quantity Processor
Channels
ER
1) Honeywell FQIS B 2 1 (M) (O) Except for ER operations, one channel may
a) Total fuel quantity is determined by
measuring sticks or other acceptable means
after each refueling, and agrees with fuel
quantity indications,
b) Inoperative channel is deactivated by an
acceptable procedure,
c) All flight deck fuel indications operate
normally,
d) For non-PIP and non-Pegasus FMCs, both
e) Fuel flow indications operate normally,
f) FMC TOTALIZER FUEL quantity agrees
with fuel quantity indications, and
g) N/A.
2) N/A

FUEL QTY BITE
FUEL QTY CHANNEL
PLACARD
Fuel quantity indicator - PROCESSOR CHANNEL INOP.
OPERATIONS (O)
Honeywell and Simmonds:
1. Prior to each engine start, confirm that the FMC Performance Initialization Page, FUEL is automatically
initialized with the known fuel quantity. If not, (i.e. boxes appear), DO NOT manually enter fuel quantity;
repairs must be made before dispatch.
2. Prior to each engine start, confirm that fuel flow system inputs are valid on the FMC SENSOR STATUS
Page 1 (PIP/PEGASUS airplanes - Left and Right EICAS OK) or (non-PIP airplanes - Left and Right
FUEL FLO OK).
28-19 20 AUG 2007

BOEING 767 MEL
28. FUEL

ITEM
28-41-6 Fuel Quantity Indications C 3 0 (M)May be inoperative provided alternate fueling
(Fueling Panel) procedures are established and used.

None
PLACARD
Fueling control panel indication(s) as appropriate -RIGHT (LEFT and/or CENTER) FUEL QTY INOP
28-20 20 AUG 2007

BOEING 767 MEL
28. FUEL

ITEM
28-41-7 Total Fuel Quantity C 1 0 (O) May be inoperative provided:
Indication a) FMC is initialized with known total fuel
quantity,
b) For non-PIP and non-Pegasus FMCs, both
c) Fuel flow indications operate normally,
d) Both FMCs operate normally, and
e) N/A.
С 1 0 (O) May be inoperative provided:
a) Main tank fuel quantity indicators operate
normally, and
b) Center tank fuel quantity indicator is
considered inoperative.

None
PLACARD
Fuel Quantity Indicator - TOTAL FUEL QUANTITY INOP
OPERATIONS (O)
1. Total fuel quantity must be calculated and manually initialized on the FMC Performance Initialization
Page prior to engine start.
2. If total fuel quantity is inoperative as a result of an individual tank quantity indication, MEL restrictions
for that item must be observed.
3. Prior to each engine start, confirm that fuel flow system inputs are valid on the FMC SENSOR STATUS
Page 1 (non-PIP airplanes - Left and Right FUEL FLO OK) or (PIP/PEGASUS airplanes - Left and Right
EICAS OK).
4. (Optional) Prior to each engine shutdown, record FMC CALCULATED FUEL QTY. For flights not
requiring additional fuel, this value may be used as a means of determining total fuel quantity.
5. If it is necessary to jettison fuel (if installed) enroute, FMC total fuel quantity must be reinitialized with
the fuel quantity remaining at the completion of jettison.
6. In case of enroute failure of the FMC calculated total fuel quantity, flight crew must keep a fuel log for
the remainder of the flight.
NOTE 1: The PROGRESS page 1 display of FUEL quantity and ATA at the last waypoint prior to failure may
be used as a starting point. In some failure modes, PROGRESS page 2 FUEL USED data may be
available.
NOTE 2: Aileron trim indication on the control wheel may be used to determine if a fuel imbalance condition
exists. At cruise conditions, an imbalance of 4,000 lbs will require approximately one unit of aileron
trim to hold wings level.
28-21 20 AUG 2007
BOEING 767 MEL
28. FUEL

ITEM
28-42-1 Fuel Pump Low PRESS C 6 3 May be inoperative for an associated inoperative
Lights pump.
1) (-200/-300) C 6 3 (M)May be inoperative provided associated EICAS
message is verified to operate once each flight day.

None
PLACARD
Fuel management panel as appropriate - L(R) FWD(AFT) LOW PRESS LIGHT INOP
Fuel management panel as appropriate - CTR L(R) LOW PRESS LIGHT INOP
28-22 20 AUG 2007

BOEING 767 MEL
28. FUEL

ITEM
28-43-1 FUEL TEMP Indicating C 1 0 (O)May be inoperative provided Total Air
System Temperature (TAT) is used as an indication of fuel
temperature.
NOTE: Static Air Temperature may be

used provided appropriate ram
rise factor is applied.

None
PLACARD
Airplane flight log - FUEL TEMP IND INOP
OPERATIONS (O)
Use Total Air Temperature (TAT) for fuel temperature.
See the table in MEL item 34-13-7 for Static Air Temperature (SAT) conversion.
28-23 20 AUG 2007

BOEING 767 MEL
28. FUEL

ITEM
28-44-1 Measuring Sticks C 16 0 May be inoperative provided fuel quantity is
determined by other approved means.

None
PLACARD
As appropriate
28-24 20 AUG 2007

BOEING 767 MEL
29. HYDRAULIC POWER
29-0.1 20 AUG 2007

BOEING 767 MEL
29. HYDRAULIC POWER
29-0.2 20 AUG 2007

BOEING 767 MEL
29. HYDRAULIC POWER


ITEM
29-11-1 Engine Driven Hydraulic
Pumps
1) Depressurization C 2 0
Function

None
PLACARD
As appropriate
29-1 25 SEP 2006

BOEING 767 MEL
29. HYDRAULIC POWER


ITEM
29-11-2 Center System (Electric) C 2 1 Only pump No. 2 may be inoperative provided the
Hydraulic Pumps Air Driven Pump operates normally.

None
PLACARD
Hydraulic control panel as appropriate - C2 ELEC HYD PUMP INOP
29-2 25 SEP 2006

BOEING 767 MEL
29. HYDRAULIC POWER


ITEM
29-11-3 Air Driven Pump (ADP) C 1 0 (M) (O)May be inoperative provided:
a) Center Hydraulic Motor Generator (HMG)
is not required,
b) Both center system electric pumps operate
normally, and
c) Appropriate performance adjustments are
applied.
NOTE: The HMG is required for ETOPS routes if

an IDG or APU generator is inoperative.
The HMG is not required for non-ETOPS.
NOTE: The HMG is required for ETOPS routes if an IDG or APU generator is inoperative. The HMG is

None
PLACARD
Hydraulic control panel as appropriate - ADP INOP
OPERATIONS (O)
NOTE: During periods of high demand, C HYD SYS PRESS caution message and C HYD SYS MAINT status
message may display. If the center hydraulic system pressure remains below 2800 psi for 60 seconds or
more, with both engines running, then the C HYD SYS MAINT message will latch.
1. It is normal for the landing gear disagree message to be displayed if the gear is not retracted/extended
within the time delay on the landing gear monitor circuit. With the ADP inoperative, the landing gear
retraction/extension times will increase to approximately 2 1/2 times normal and may exceed the time
delay resulting in display of the gear disagree message until the gear retraction/extension is complete.
2. Flap retraction and extension times will increase by approximately 30%.
3. The ADP will not operate, therefore the HMG will not operate.
4. Special obstacle clearance takeoff performance:
NOTE: An inoperative ADP causes longer landing gear retraction times which subsequently causes a
degraded flight profile. Before applying the appropriate smaller takeoff weight penalty, ensure
that no obstacles exist above the obstacle clearance plane defined by the table below.
29-3 25 SEP 2006

BOEING 767 MEL
29. HYDRAULIC POWER
OBSTACLE CLEARANCE PLANE

*Height (in feet) above reference zero
*Horizontal Distance PW4000 Engines
(in feet) from
reference zero
0 0
5,000 22
6,500 29
7,000 32
8,000 37
10,000 50
20,000 195
30,000 340
40,000 484
50,000 630
60,000 775
66,000 854
and on 854
*This table assumes reference zero is located at the departure end of the runway (clearway is not used for
takeoff analysis). Alternately the Airplane Flight Manual may be used to determine reference zero point.
A. If an obstacle protrudes above the obstacle clearance plane as defined by the table above, reduce performance
limited weight as follows:
Model/Engine Takeoff
-200 & -300/PW4000 40,000 lb (18,143 kg)
B. If no obstacle protrudes above the obstacle clearance plane as defined by the table above, reduce performance
limited weight as follows:
Model/Engine Takeoff
-200 & -300/PW4000 700 lb (318 kg)
29-4 25 SEP 2006

BOEING 767 MEL
29. HYDRAULIC POWER


ITEM
29-11-4 ADP Controller
1) AUTO Function C 1 0 (O)May be inoperative provided:

a) Control is ON for takeoff and landing,
b) Center Hydraulic Motor Generator (HMG)
is not required, or control is ON
continuously when HMG is required,
c) OFF position operates normally, and
d) Appropriate performance adjustments are
applied.
2) ON Function C 1 0 May be inoperative provided:

a) The AUTO and OFF functions of the ADP
b) Center HMG is not required.

None
PLACARD
As appropriate
OPERATIONS (O)
1. With AUTO inoperative turn the ADP on at the following times:

A. On the ground prior to takeoff.
B. Inflight prior to flap extension.
C. At all times if Hydraulic Driven Generator (HMG) is required for dispatch.
2. Reduce performance limited weights as follows:
Model/Engine Takeoff and Landing Climb

-200 & -300/ALL 3,600 lb (1,633 kg)
29-5 25 SEP 2006

BOEING 767 MEL
29. HYDRAULIC POWER


ITEM
29-11-5 Electric Demand Pump
(ACMP)
1) AUTO Function B 2 1 One may be inoperative provided:

a) Pump operates normally, and
b) Associated pump is selected ON and
remains on.

None
PLACARD
As appropriate
29-6 25 SEP 2006

BOEING 767 MEL
29. HYDRAULIC POWER


ITEM
29-18-1 Remote Quantity Indicator C 1 0

None
PLACARD
As appropriate
29-7 20 AUG 2007

BOEING 767 MEL
29. HYDRAULIC POWER


ITEM
29-24-1 Power Transfer Unit (PTU) Deleted.
29-31-1 Hydraulic Low SYS PRESS

Lights
1) N/A
2) Non-PTU Equipped
Airplane
a) Left Low SYS C 1 0 (M)May be inoperative provided:

PRESS Light a) Associated pump low PRESS lights
operate normally,
b) Associated HYD SYS PRESS EICAS
indication is verified to operate normally,
and
c) Left low pressure signal wire of PTU
system is capped and stowed.
b) Right Low SYS C 1 0 (M) May be inoperative provided:
PRESS Light a) Associated pump low PRESS lights
b) Associated HYD SYS PRESS EICAS
indication is verified to operate normally.

None
PLACARD
Hydraulic control panel as appropriate - L (C or R) SYS PRESS LIGHT INOP
29-8 20 AUG 2007

BOEING 767 MEL
29. HYDRAULIC POWER


ITEM
29-31-2 Pump Low PRESS
Indication Systems
1) Left, Center, Right and С 7 4 (M) One in each hydraulic system may be
Air Driven Pump inoperative provided:
PRESS Lights a) Associated low SYS PRESS light operates
normally, and
b) Associated pump is verified to operate
normally before each departure .
2) Engine Driven Pump C 2 1 (O) One may be inoperative provided:
Indication Systems a) Associated demand pump AUTO function
is considered inoperative,
b) Associated low SYS PRESS light operates
normally, and
c) Associated pump is verified to operate
3) Center System No. 2 С 1 0 May be inoperative provided:
Electric Pump a) Air Driven Pump operates normally, and
Indication System b) Associated pump is selected OFF.
4) Air Driven Pump (ADP) С 1 0 (O)May be inoperative provided:
Indication System a) Both center system Electric Pumps operate
normally,
b) ADP is selected OFF,
c) Center Hydraulic Motor Generator (HMG)
is not required, and
applied.
NOTE 1: Crew should be aware, in case of emergency, that the Center System No.2 Electric Pump and Air
Driven Pump have been selected OFF as a precautionary measure to preclude un-announced low
pressure.

None
PLACARD
Hydraulic control panel as appropriate -__ LOW PRESS LIGHT INOP
29-9 20 AUG 2007

BOEING 767 MEL
29. HYDRAULIC POWER
OPERATIONS (O)
1. Check affected pump and verify SYS PRESS light operates normally as follows:
CAUTION: TO PREVENT HYDRAULIC PUMP DAMAGE FROM OVERHEAT, DO NOT OPERATE

PUMPS WITHOUT MINIMUM QUANTITIES OF FUEL IN TANKS (REF. AMM 29-11-00).
NOTE 1: The pump being tested must be the only pump operating within the related hydraulic system at
the time of the test.
NOTE 2: The source of EICAS hydraulic pressure readings required in the procedures below varies by
model. For -200/-300, HYD PRESS readings are available on the ELEC/HYD maintenance page
or optionally on the EICAS status page.
A. Air Driven Pump (ADP):

1) Associated SYS PRESS light must be illuminated.
2) Ensure that personnel are clear of flight controls.
3) With electrical power on the airplane and pneumatic system pressure pressurized, turn air pump
switch to AUTO or ON.
4) C HYD PRESS reading on EICAS must be 2800 to 3200 psig.
5) SYS PRESS light must extinguish.
6) Restore airplane to its required configuration.
B. Engine Driven Pump (EDP):
NOTE: An active brake source is required when operating an engine.

3) With affected engine running, turn ENG pump switch ON.
4) HYD PRESS reading on EICAS must be 2800 to 3200 psig.
C. Alternating current motor pump (ACMP):

3) With electrical power on the airplane, press affected ELEC pump switch to ON.
4) HYD PRESS reading on EICAS must be 2800 to 3200 psig
2. When the ADP is OFF:
A. See item 29-11-3 for ADP OFF (inoperative) performance penalties, landing gear extension/ retraction
affects, and flap extension/retraction affects.
B. The HMG is powered by the center hydraulic system. The ADP has been selected OFF due to the
(inoperative) indication systems inability to identify a potential problem. If a complete electrical failure
occurs (an emergency situation), the HMG will operate if the ADP is selected ON.
29-10 25 SEP 2006

BOEING 767 MEL
29. HYDRAULIC POWER


ITEM
29-31-3 HYD PRESS Indications D 3 0
(EICAS)

None
PLACARD
As appropriate
29-11 25 SEP 2006

BOEING 767 MEL
29. HYDRAULIC POWER


ITEM
29-32-1 Pump OVHT Indication
Systems
1) Left, Center, Right and С 7 4 (O) One in each hydraulic system may be inoperative
Air Driven Pump OVHT provided:
Lights a) Associated low SYS PRESS light or pump
low PRESS light operates normally, and
b) Associated pump is verified to operate
2) Center System No. 2 С 1 0 May be inoperative provided:
Electric Pump a) Air Driven Pump operates normally, and
Indication System b) Associated pump is selected OFF.
3) Air Driven Pump С 1 0 (O)May be inoperative provided:

Indication System a) Both center system Electric Pumps operate
normally,
b) ADP is selected OFF
c) Center Hydraulic Motor Generator (HMG)
is not required, and
applied.
NOTE 1: Crew should be aware, in case of emergency, that the Center System No.2 Electric Pump and Air
Driven Pump have been selected OFF as a precautionary measure to preclude a potential overheat.

None
PLACARD
Hydraulic control panel as appropriate - __ PUMP OVHT LIGHT(S) INOP
OPERATIONS (O)
1. Check affected pump operation as follows:
CAUTION: DURING GROUND OPERATION OF THE AFFECTED PUMP, TO PREVENT
HYDRAULIC PUMP DAMAGE FROM OVERHEAT, DO NOT OPERATE PUMPS
WITHOUT A MINIMUM OF 600 POUNDS OF FUEL IN TANKS.
2. Test pump:
NOTE 1: The pump being tested must be the only pump operating within the related hydraulic system
at the time of the test.
29-12 20 AUG 2007

BOEING 767 MEL
29. HYDRAULIC POWER
NOTE 2: The source of EICAS hydraulic pressure and temperature readings required in the
procedures below varies by model. For -200/-300, HYD PRESS readings are available on
the ELEC/HYD maintenance page or optionally on the EICAS status page. HYD TEMP
readings are available on the ELEC/HYD maintenance page. For -400ER, HYDRAULIC
PRESS readings are available on the EICAS status display, which may be viewed on any
Multi-Function Display. HYD PRESS and HYD TEMP readings are available on the
HYDRAULICS maintenance page, which also may be viewed on any Multi-Function
Display.
A. Air Driven Pump (ADP):
2) With electrical power on the airplane and pneumatic system pressurized, turn air pump switch to
AUTO or ON.
3) C HYD PRESS reading on EICAS must be 2800 to 3200 psig.
4) C HYD TEMP reading on EICAS must be below 80°C after stabilization.
B. Engine Driven Pump (EDP):

NOTE: An active brake source is required when operating an engine.
2) With affected engine running, turn HYD PUMPS ENG switch ON.
4) HYD TEMP reading on EICAS must be below 80°C after stabilization.
NOTE: When running the right engine EDP the PTU will come on pressurizing the STAB TRIM
circuits. The PTU can be deactivated by pulling HYDRAULIC PUMP CONT circuit
breaker in the P11 panel before engine start.
C. Alternating current motor pump (ACMP):

2) With electrical power on the airplane, press affected HYD PUMP ELEC switch to ON.
4) HYD TEMP reading on EICAS must be below 80°C after stabilization.
3. When the ADP is OFF:
A. See item 29-11-3 for ADP OFF (inoperative) performance penalties, landing gear extension/
retraction affects, and flap extension/retraction affects.
B. The HMG is powered by the center hydraulic system. The ADP has been selected OFF due to the
(inoperative) indication systems inability to identify a potential problem. If a complete electrical
failure occurs (an emergency situation), the HMG will operate if the ADP is selected ON.
29-13 20 AUG 2007

BOEING 767 MEL
29. HYDRAULIC POWER


ITEM
29-33-1 Hydraulic System Low QTY C 3 0 (M)May be inoperative provided HYD QTY
Lights indication (s) operates normally.

a) Reservoir level (s) is verified normal
before each departure,
b) Associated SYS PRESS lights operate
normally, and
c) On PTU equipped airplanes, with the left
hydraulic system low QTY lights
inoperative, the left low quantity signal
wire of the PTU system is capped and
stowed.
NOTE: For airplanes with Automatic Switching system for Reserve Brakes & Steering: With the Center
Hydraulic System Low QTY or RSVR light inoperative; place the Reserve Brakes and Steering
RESET/DISABLE switch on the P61 panel to the RESET/DISABLE position prior to dispatch.
This inhibits automatic closure of the Center Hydraulic System isolation valve.

None
PLACARD
Hydraulic control panel as appropriate - QTY (or RSVR) LIGHT INOP
29-14 20 AUG 2007

BOEING 767 MEL
29. HYDRAULIC POWER


ITEM
29-33-2 HYD QTY Indications C 3 0 (M)May be inoperative provided:
a) Reservoir level (s) is verified normal
b) Associated low SYS PRESS lights operate
normally, and
c) On PTU equipped airplanes, with the left
hydraulic system low QTY or RSVR light
inoperative, the left low quantity signal
wire of the PTU is capped and stowed.
NOTE: For airplanes with Automatic Switching System for Reserve Braking & Steering: With the Center
Hydraulic System HYD QTY Indications inoperative; place the Reserve Brakes and Steering
RESET/DISABLE switch on the P61 panel to the RESET/DISABLE position prior to dispatch.
This inhibits automatic closure of the Center Hydraulic System isolation valve.

None
PLACARD
Near EICAS Status Display - HYD QTY IND INOP
29-15 20 AUG 2007

BOEING 767 MEL
30. ICE AND RAIN PROTECTION
30-0.1 25 SEP 2006

BOEING 767 MEL
30-0.2 25 SEP 2006

BOEING 767 MEL


ITEM
30-11-1 Wing Anti-ice Valves C 2 0 (M) Except for ER operations beyond 120 minutes,
may be inoperative closed provided the airplane is
ER not operated in known or forecast icing conditions .

None
PLACARD
Anti-ice control panel as appropriate - L (R) WAI VLV INOP
30-1 25 SEP 2006

BOEING 767 MEL


ITEM
30-11-2 Wing Anti-Ice VALVE C 2 0 (O)May be inoperative provided associated valve
Lights operates normally.
C 2 0 May be inoperative provided associated valve is

inoperative.
C 2 0 May be inoperative provided associated EICAS
Advisory message L/R WING ANTI-ICE operates
normally.

None
PLACARD
Anti-ice control panel as appropriate - L(R) WAI VLV LIGHT INOP
OPERATIONS (O)
During operations in icing conditions, monitor valve operation by observing pressure indicator when
repositioning the WING ANTI-ICE switch. Pressure fluctuation is an indication of valve movement.
30-2 20 AUG 2007

BOEING 767 MEL


ITEM
30-11-3 Wing Anti-Ice Ground Test C 1 0

None
PLACARD
As appropriate
30-3 25 SEP 2006

BOEING 767 MEL


ITEM
30-21-1 Engine Anti-Ice Valves
ER
1) Cowl Valves C 2 1 (M) Except for ER operations beyond 120 minutes,
one may be inoperative closed provided the airplane
is not operated in known or forecast icing conditions.
2) N/A
3) N/A
4) Cowl Valves
a) PW4000 С 2 1 (M) (O) One may be inoperative open provided:
a) High pressure shutoff valve is secured
closed,
b) Bleed air switch for associated engine
remains OFF except when TAT is 10
degrees C or below,
c) For operations with associated bleed air
switch OFF,
1) APU is used as air source for ADP for
takeoff or ADP inoperative penalties
are applied,
2) Associated bleed isolation valve is
opened after takeoff and closed before
approach and landing,
3) Airplane is not operated in known or
forecast icing conditions, and
4) Airplane remains at or below FL 350,
d) For operations with associated bleed air
switch ON, a minimum of 70% N1 (55%
below 10,000 feet MSL) is maintained on
associated engine in icing conditions,
e) Remaining (opposite) engine bleed system
operates normally,
f) Associated PRV operates normally,
g) Center Hydraulic Motor Generator (HMG)
is considered inoperative, and
h) Appropriate performance adjustments are
applied.
NOTE: Bleed air switch for associated engine may

be selected ON when TAT is 10 degrees C
or below.
b) N/A
c) N/A
30-4 20 AUG 2007

BOEING 767 MEL

L (R) ENG TAI VALVE
L (R) COWL DUCT LEAK
PLACARD
Anti-ice control panel as appropriate - L(R) TAI COWL VLV INOP OPEN (CLOSED)
Pneumatic control panel as appropriate - L(R) HPSOV INOP
OPERATIONS (O)
1. For cowl valves closed, avoid flight into known icing conditions.
2. For cowl valves open:
A. Select engine anti-ice switch OFF.
NOTE 1: With the engine anti-ice OFF, the autothrottle will not take into account EPR reductions for
the cowl valve open.
NOTE 2: On PW4000 the anti-ice capability is addressed by use of bleed air switch position and engine
N1 speed.
B. Observe the following EPR and performance limit weight reductions.

1) Performance Limit Weight Reductions:
Model/Engine Takeoff and Landing Enroute Climb

-200 & -300/PW4000 4,100 lb. (1,860 kg) 6,200 lb. (2,812 kg)
2) The enroute climb weight penalties listed above are based on single engine operating speeds that
approximate maximum lift-to-drag ratio speed. To account for the difference in level off altitude when
operating at other speeds, multiply the enroute climb weight penalty listed above by the appropriate
factor listed on page 3-01-0.1 in the ENROUTE DIVERSION SPEED EFFECTS paragraph.
C. Plan for fuel burn increase as follows:
Model/Engine Fuel Burn Increase

-200 & -300/PW4000 1.5 %
30-5 20 AUG 2007

BOEING 767 MEL

D. For PW4000, and TAT equal to or greater than 10 degrees C (50 degrees F):
1) Select Bleed Air Switch OFF.

2) Turn off pack for the affected side. The bleed air switch OFF position drives the PRV closed and the
associated AC pack will not receive air. The remaining (opposite) AC pack will pressurize and
condition the airplane.
3) APU bleed air can be used to avoid ADP performance penalties.
a. For -200/-300, average fuel consumption for APU operation is 200 lbs (90 Kg) per hour.
4) If APU bleed air is not available, apply ADP performance penalties per item 29-11-3.
5) The center isolation valve must be closed when using APU air during takeoff and landing, and open
when APU is shut down.
6) Remain clear of icing conditions.
7) The associated bleed isolation valve must be opened enroute to pressurize the hydraulic reservoir.
Some non-normal procedures will require the subsequent closing of this valve.
8) If the remaining bleed source fails, do the following:
a. See 21-51-1 Air Conditioning Packs, OPERATIONS (O) - Both Packs Inoperative Procedure.
9) After flap retraction, and after TAT is less than 10 degrees C, select Bleed Air Switch ON.
E. For PW4000, and TAT less than 10 degrees C: select Bleed Air Switch ON and close associated bleed
isolation valve, if applicable.
F. If icing conditions are encountered, maintain 70% N1 (55% below 10,000 feet MSL, except as required
for landing) on affected engine to ensure that adequate bleed air is available for anti-ice systems.
G. With the High Stage Bleed Valve or HPSOV locked closed, it is normal for the Pressure Regulating and
Shutoff Valve (PRSOV) to close during engine operation at idle. Consequently, the associated Engine
Bleed Air OFF light will illuminate whenever the PRSOV is closed. Advancing power off idle to
approximately 80% N2 will open the PRSOV and extinguish the Engine Bleed Air OFF light.
30-6 20 AUG 2007

BOEING 767 MEL


ITEM
30-21-2 Engine Anti-Ice VALVE
Lights
1) (-200/-300) С 2 1 (M) One may be inoperative provided associated
valve(s) is verified to operate normally before
operating in known or forecast icing conditions.
С 2 1 One may be inoperative provided associated valve(s)

is inoperative.
a) N/A
b) N/A
c) N/A
d) N/A
e) PW4000 C 2 1 (O) One may be inoperative provided associated
EICAS Advisory message L/R ENG ANTI-ICE
operates normally.
2) N/A

None
PLACARD
Anti-ice control panel as appropriate - L (R) EAI VLV LIGHT INOP
OPERATIONS (O)
-200/-300 with PW4000: Substitute the L (R) ENG ANTI-ICE advisory message for the inoperative Engine
Anti-ice VALVE lights in the ENGINE ANTI-ICE non-normal procedure.
30-7 20 AUG 2007

BOEING 767 MEL


ITEM
30-21-3 N/A
30-31-1 Pitot-Static Probe Heater B 4 3 Except for ER operations beyond 120 minutes, one
Systems probe heater may be inoperative provided airplane is
not operated in visible moisture, or in known or
ER forecast icing conditions.

None
PLACARD
As appropriate
30-8 20 AUG 2007

BOEING 767 MEL


ITEM
30-31-2 Probe Heat Lights (Except B - 0 (M) May be inoperative provided:
CAPT and F/0 PITOT) a) Associated EICAS Advisory message is
verified to operate normally, and
b) Probe heater systems operate normally.
1) Pitot Probe Heat Lights B 2 1 May be inoperative provided associated probe heater
(Except CAPT and F/O is considered inoperative.
PITOT)
2) Angle of Attack (AOA) C - 1 May be inoperative provided associated probe heater
and Temperature (TAT) is considered inoperative.
Probe Heat Lights

None
PLACARD
Appropriate probe heat light on Pilot’s Overhead Panel (P5) - HEAT LIGHT INOP
30-9 20 AUG 2007

BOEING 767 MEL


ITEM
30-31-3 N/A
30-31-4 N/A
30-31-5 CAPT PITOT, and F/0 B 2 0 Except for ER operations beyond 120 minutes, may
PITOT Heat Indicating be inoperative provided:
Systems (Heater OFF a) Pitot heater systems operate normally,
Monitor) b) Remaining probe heater indicating systems
for operative probe heaters operate
ER normally, and
forecast icing conditions.

None
PLACARD
Near EICAS as appropriate - CAPT (F/O) PITOT HEAT IND INOP
30-10 20 AUG 2007

BOEING 767 MEL


ITEM
30-32-1 Angle of Attack Sensor C 2 1 (M) May be inoperative provided
Heater Systems a) Associated AOA vane is verified intact,
b) Remaining probe heater indicating systems
for operative probe heaters operate
normally, and
forecast icing conditions.

None
PLACARD
Overhead panel as appropriate - L(R) AOA HEAT INOP
30-11 20 AUG 2007

BOEING 767 MEL


ITEM
30-33-1 Temperature (TAT) Probe C - 0 (O) Except for ER operations beyond 120 minutes,
Heater Systems may be inoperative provided:
a) Remaining probe heater indicating systems
ER for operative probe heaters operate
normally, and
b) Airplane is not operated in known or
forecast icing conditions
1) N/A

None
PLACARD
Airplane Flight Log - TAT HEAT INOP (1 TAT Probe System) or L(R) TAT HEAT INOP
OPERATIONS (O)
For -200/-300, when the TAT heater system is inoperative, the TMC considers temperature from the TAT to be
invalid and disconnects the autothrottle; see Item 22-30-1.
30-12 20 AUG 2007

BOEING 767 MEL


ITEM
30-34-1 Engine PT2/TT2 Probe
Heater Systems
1) N/A
2) PW4000 C 2 1 (O)One may be inoperative provided:

a) Both EECs are switched to the ALTN
mode,
b) Nl, N2, and Fuel Flow systems on
associated engine operate normally, and
c) Appropriate procedures, AFM limitations
and performance decrements are applied.

None
PLACARD
Flight log as appropriate - L(R) ENG PT2/TT2 PROBE HEAT INOP
OPERATIONS (O)
PW4000 Engines:
See item 73-21-1 Sub-item 2 EEC NORM MODE for operating requirements in ALTN mode.
30-13 20 AUG 2007

BOEING 767 MEL


ITEM
30-34-2 N/A
30-41-1 Flight Deck Window Heat

Systems
ER
1) No. 1 (fwd) Windows C 2 1 (M) Except for ER operations beyond 120 minutes,
one may be inoperative provided:
a) Airplane is not operated in known or
b) Both No. 2 (side) window heaters operate
normally,
c) Associated windshield pneumatic anti-fog
system operates normally, and
d) Associated window heat is deactivated.
2) No. 2 (side) Windows C 2 1 (M) One may be inoperative provided:

a) Both No.l (fwd) window heaters operate
normally, and
b) Associated window heat is deactivated.
3) No. 3 (side) Windows C 2 0 (M)May be inoperative provided associated window

heat is deactivated.

None
PLACARD
Flight log as appropriate
30-14 20 AUG 2007

BOEING 767 MEL


ITEM
30-41-2 Window Heat INOP Lights C 4 0 (M)May be inoperative provided associated window
heat system is verified to operate normally before
each departure .
C 4 1 May be inoperative provided associated window heat

system is inoperative.

None
PLACARD
Window heat control panel as appropriate
30-15 20 AUG 2007

BOEING 767 MEL


ITEM
30-41-3 Window/Probe Heat Ground С 1 0
Test System

None
PLACARD
As appropriate
30-16 20 AUG 2007

BOEING 767 MEL


ITEM
30-42-1 Windshield Wipers С 2 0 May be inoperative provided airplane is not operated
in precipitation within 5 statute miles of the airport of
takeoff or intended landing.
1) High Speed С - 0 May be inoperative provided associated low speed

operates normally.
2) Low Speed С - 0 May be inoperative provided associated high speed

operates normally.
3) N/A
NOTE: The 767-200/300 have one wiper control system with associated high/low speed functions. Some of the
767-200/300 airplanes have intermittent functions.

None
PLACARD
Windshield wiper control as appropriate
30-17 20 AUG 2007

BOEING 767 MEL


ITEM
30-43-1 Rain Repellent System D 1 0

None
PLACARD
As appropriate
30-18 20 AUG 2007

BOEING 767 MEL


ITEM
30-71-1 Drain Mast Heaters C 0 (M)May be inoperative provided water supply to the
associated galley, lavatory sink and drinking fountain
is secured OFF.

None
PLACARD
Affected galley, sinks and/or drinking fountains as appropriate
30-19 20 AUG 2007

BOEING 767 MEL


ITEM
30-72-1 Waste System Heaters
1) Drain Cap Gasket C 1 0

Heater
2) Rinse Hose Heater Boot C 1 0

None
PLACARD
Associated circuit breaker - INOP
30-20 20 AUG 2007

BOEING 767 MEL


ITEM
30-80-1 Ice Detection System
1) Advisory D 1 0
***
2) Primary C 1 0 (O)May be inoperative provided alternate procedures
*** are established and used.

L(R) ICE DETECTOR
PLACARD
As appropriate
OPERATIONS (O)
Pilot must manually operate anti-ice system when in icing conditions.
NOTE: The ICE DETECTORS message may display during takeoff if the primary ice detection system is
operated in the manual mode.
30-21 20 AUG 2007

BOEING 767 MEL
31. INDICATING/RECORDING
31-0.1 20 AUG 2007

BOEING 767 MEL

ITEM
31-25-1 Clocks C 2 1

None
PLACARD
As appropriate
31-1 25 SEP 2006

BOEING 767 MEL

ITEM
31-31-1 Flight Data Recorder (FDR)
System (Includes DFAU)
A - 0 May be inoperative provided:

a) Cockpit Voice Recorder (CVR) operates
normally,
b) Airplane is not dispatched from a
designated airport (KBP) unless:
1. The FDR failure occurs after
pushback but prior to takeoff, or
2. The FDR repair was attempted but
was not successful.
c) In those cases where repair is attempted but
not successful, the aircraft may be
dispatched on a flight or series of flights
until next designated airport where repair
must be accomplished prior to dispatch,
and
d) Repairs are made within three flight days.
1) N/A
2) N/A
3) Quick AccessRecorder D 1 0
(QAR)

FLT DATA ACQ
FLT DATA REC
PLACARD
As appropriate
31-2 25 SEP 2006

BOEING 767 MEL

ITEM
31-35-1 N/A
31-35-2 N/A
31-35-3 Aircraft Condition D 1 0

Monitoring System (ACMS)
NOTE: There are various configurations of ACMS. The ACMS may consist of, but is not limited to, a Quick
Access Recorder (QAR), Digital Flight Data Acquisition Unit (DFDAU), Data Management Unit
(DMU), and printer. Refer to the Airplane Maintenance Manual.

None
PLACARD
As appropriate
31-3 25 SEP 2006

BOEING 767 MEL

ITEM
31-41-1 Engine Indicating and Crew
Alerting Systems (EICAS)
(-200/-300)
ER
1) Display Unit (DU) A 2 1 (M) (O) Except for ER operations one may be
a) Standby Engine Instruments operate
normally and are turned ON,
b) Cargo FIRE/OVHT test is performed
c) Electronic Engine Control or autothrottle
system operates normally,
d) At least one autopilot operates normally,
e) All EICAS computers operate normally,
and
f) Repairs or replacements are made within
one flight day.
NOTE: In the event of an additional DU failure

enroute, the flight crew should consider landing as
soon as practical.
2) Computer A 2 1 (M) (O) Except for ER operations, one may be
a) Standby Engine Instruments operate
normally and are turned ON,
b) Electronic Engine Control or autothrottle
operates normally,
c) At least one autopilot operates normally,
d) Dual oil temperature sensors is installed,
e) Both DU operate normally, and
f) Repairs or replacements are made within
one flight day.
NOTE: In the event of an additional computer failure

enroute, the flight crew should consider landing as
soon as practical.
NOTE 1: For airplanes containing the Non-PIP FMC installation (version number not indicated on the FMC
IDENT page), with one EICAS computer inoperative, the FMC’s will not be able to compare fuel
flow data between the EICAS computers. This will cause the calculated fuel quantity value,
normally displayed on the progress page (2/2), to go blank. Airplanes with PIP or Pegasus
installations do not exhibit this blanking; rather, the PIP and Pegasus installations will utilize the
remaining EICAS computer fuel flow data and will provide the calculated fuel quantity.
31-4 25 SEP 2006

BOEING 767 MEL
NOTE 2: Following a flight with one EICAS computer inoperative, the FMC may determine flight
completion during high speed taxi. This may cause the IRU residual ground speed to set at 21 knots
or greater. The Fault Isolation Manual uses 21 knots as the threshold to identify a faulty IUR.
Testing the IRU per the Maintenance Manual may preclude replacement.

EICAS DISAGREE
L EICAS CMPTR
R EICAS CMPTR
PLACARD
Associated display unit (CRT) or computer select switch as appropriate.
OPERATIONS (O)
1. For an EICAS computer inoperative, before takeoff, with engines running, compare engine display on
EICAS with the Standby Engine Instrument. The EICAS/SEI engine display cross-compare tolerances are
as follows:
2. Power setting for Takeoff must be made with EICAS.
3. If remaining EICAS fails:

A. Use SEI to observe engine parameters.
B. Prior to descent - scan overhead panel for possible abnormal indications.
4. Perform the cargo FIRE/OVHT test prior to each flight by pushing the ENG/APU/CARGO switch on the
Aft Electronic Control Panel.
31-5 25 SEP 2006

BOEING 767 MEL

ITEM
31-51-1 Master Caution/ Warning
Systems
1) Master Warning Lights

(Pilot's Glare Shield)
a) (-200/ -300) С 2 1 One may be inoperative provided master warning

aural system, and all discrete warning lights operate
normally.
b) N/A
2) Master Caution Lights

(Pilot's Glare Shield)
a) (-200/ -300) С 2 1 One may be inoperative provided master caution

aural system, and all discrete caution lights operate
normally.
b) N/A

None
PLACARD
As appropriate
31-6 25 SEP 2006

BOEING 767 MEL

ITEM
31-51-2 N/A
31-61-1 N/A
31-61-4 EICAS Status Messages C - 0 (M) (O)May be inoperative provided associated

equipment is verified to operate normally before each
departure .
С - 0 (M) (O)May be inoperative provided dispatch

deviations for associated equipment are observed.
Dispatch with inoperative (nuisance) Status level messages is allowed by the provisions of this MEL item.
An inoperative message is one which is displayed when there is no actual equipment fault. If such an EICAS
message is suspected, dispatch may still be accomplished by verifying that the equipment associated with the
inoperative EICAS status message operates normally (proviso a); or, if MEL relief is available, by observing the
MEL remarks or exceptions for the associated inoperative equipment (proviso b). The EICAS Cross Reference
List (Section 1) can be used to locate the appropriate item for possible MEL relief.
Maintenance (M) procedures are presented in DDG to verify normal operation of equipment for selected
nuisance status messages. The message list that follows is not intended to be all inclusive:

EICAS SCC
EICAS SCC I/F
PLACARD
As appropriate
NOTE:
Equipment known to experience nuisance EICAS messages - Status EICAS messages included in the following
list:
CABIN ALT AUTO 1 FUEL QTY CHANNEL
CABIN ALT AUTO 2 GND PROX BITE
COMPARATOR BITE L(R) ENG EEC C1
EICAS DISAGREE L(R) ENG FIRE LP 1,2
EICAS SCC L(R) ENG O/S GOV
FUEL QTY BITE L(R) IDG TEMP SENS
OPERATIONS (O)
None for the status messages listed herein.
31-7 25 SEP 2006

BOEING 767 MEL

ITEM
31-61-5 EICAS Signal Consolidation C 1 0 (M)May be inoperative provided:
Card (SCC) a) Fuel quantity indication is verified to
operate normally before each flight, and
b) Dispatch deviations for associated
equipment are observed.

EICAS SCC
EICAS SCC I/F
PLACARD
As appropriate
31-8 25 SEP 2006

BOEING 767 MEL

ITEM
31-63-1 N/A
31-63-2 N/A
31-63-3 N/A
31-63-4 N/A
31-63-6 N/A
31-63-7 N/A
31-63-10 N/A
31-63-11 N/A
31-9 25 SEP 2006

BOEING 767 MEL
32. LANDING GEAR
32-0.1 20 AUG 2007

BOEING 767 MEL
32. LANDING GEAR
32-0.2 20 AUG 2007

BOEING 767 MEL
32. LANDING GEAR
32-0.3 20 AUG 2007

BOEING 767 MEL
32. LANDING GEAR
32-0.4 20 AUG 2007

BOEING 767 MEL
32. LANDING GEAR


ITEM
32-30-1 Landing Gear Retracting С 1 0 (M) (O)May be inoperative provided:
System a) Inoperative components are properly
secured by an accepted procedure, and
b) Airplane is dispatched in accordance with
the appropriate AFM Landing Gear
Extended Appendix.

None
PLACARD
Landing gear lever - LANDING GEAR LOCKED DOWN
OPERATIONS (O)
NOTE: Dispatch requires authorization by the AFM Landing Gear Extended Appendix.
1. Observe AFM Landing Gear Extended certificate limitations and operational limits.
2. Base flight plan on landing gear extended.
3. The ALT Vmo/Mmo switch to the Air Data Computer has been set to provide gear down Vmo/Mmo
data for display on airspeed indicators. The aural warning, red warning lights on the glareshield, and
the RED OVSPD warning light on the captain's panel will come on when the gear down Vmo/Mmo is
exceeded.
4. The following flight deck affects will occur while the gear is extended:
A. Gear down lights (NOSE, LEFT, RIGHT) will remain illuminated.
B. Altitude alerting will be available (because ALT Vmo/Mmo has been selected).
C. If flaps are lowered to a landing flap position (25 or 30), Enhanced GPWS Mode 3(“Don’t Sink”)
and Mode 4 (“Too Low Terrain”) will not be available.
D. Collins TCAS lower antenna will not switch to omnidirectional.
E. AlliedSignal TCAS lower antenna will switch to omindirectional.
F. Honeywell TCAS lower antenna will switch to omnidirectional.
32-1 20 AUG 2007

BOEING 767 MEL
32. LANDING GEAR


ITEM
32-31-1 Landing Gear Lever Lock С 1 0 (M) (O) May be inoperative in latched position
Solenoid provided override mechanism is verified to operate
normally.

None
PLACARD
Landing gear lever - GEAR LEVER LOCK SOLENOID INOP
OPERATIONS (O)
For gear retraction use the following procedure:
1. Push landing gear LOCK OVRD switch.
2. Position landing gear lever to UP.
3. For -200/-300, after GEAR light extinguishes, position landing gear lever to OFF.
32-2 20 AUG 2007

BOEING 767 MEL
32. LANDING GEAR


ITEM
32-31-2 N/A
32-32-1 Main Gear Door Uplock B 4 3 (M) (O)One spring on one door uplock mechanism
Springs may be missing provided speed does not exceed 270
KIAS/ 0.82 Mach.

None
PLACARD
As appropriate
OPERATIONS (O)
Observe gear extended placard speed limit.
32-3 25 SEP 2006

BOEING 767 MEL
32. LANDING GEAR


ITEM
32-35-1 N/A
32-35-2 N/A
32-41-1 Wheel Brakes С 8 7 (M) (O)One brake may be deactivated with a

deactivation tool provided:
a) Performance complies with AFM for One
Brake Deactivated, and
b) Antiskid operates normally on remaining
wheels.
C 8 7 (M) (O)One brake may be deactivated by capping off

the brake line provided:
a) Takeoff performance is based on Landing
Gear Extended,
b) Takeoff and landing performance complies
with the AFM for 1 brake inoperative,
c) After takeoff, gear remains extended for
two minutes prior to retraction, and
d) Antiskid operates normally on remaining
wheels.

None
PLACARD
Airplane flight log as appropriate - BRAKE INOP - DEACTIVATION TOOL INSTALLED
Airplane flight log as appropriate - BRAKE INOP - BRAKE LINE CAPPED
OPERATIONS (O)
1. Brake Disconnect Tool Installed:
Stopping distances will be increased with a brake deactivated. Adjust takeoff and landing performance
in compliance with the AFM data for Brake Deactivated.
2. Brake Line Capped:
A. After takeoff, leave the landing gear extended for a minimum of two minutes to allow the wheels to
spin down prior to gear retraction.
B. The following flight deck affects will occur while the gear is extended:
1) Gear down lights (NOSE, LEFT, RIGHT) will remain illuminated.
2) Altitude alerting will not be available.
3) If flaps are lowered to a landing flaps position (25 or 30), Enhanced GPWS Mode 3 (“Don’t
Sink”) and Mode 4 (“Too Low Terrain”) will not be available.
32-4 20 AUG 2007

BOEING 767 MEL
32. LANDING GEAR

4) Collins TCAS lower antenna will not switch to omnidirectional.
5) Allied Signal TCAS lower antenna will switch to omindirectional.
6) Honeywell TCAS lower antenna will switch to omnidirectional.
C. Takeoff performance: for all 767 airplanes, the allowable takeoff weight is the lowest of the brake
deactivated field length, adjusted climb or the adjusted obstacle limited weight.
1) Adjust takeoff and landing field length performance in compliance with AFM data for one Brake
Deactivated. Do not use improved climb performance.
2) Reduce AFM second segment (gear up) climb limited weight with the Climb Limit Decrement
shown in the table below. Penalty does not affect final climb segment because gear is retracted
after two minutes.
3) Reduce the obstacle clearance limited weight by the Obstacle Limit Decrement shown in the table
below. Obstacle clearance adjustments assume use of extended second segment procedures with
MCT cleanup. All obstacles must be cleared by the height achieved at the end of extended second
segment climb.
Takeoff Obstacle
Model/Engine Flap Takeoff Climb
Clearance
5 51,000 lb. (23,134 kg) 54,000 lb (24,495 kg)
-300/PW4000 15 43,000 lb. (19,505 kg) 49,000 lb. (22,227 kg)
20 40,000 lb. (18,144 kg) 48,000 lb. (21,773 kg)
32-5 20 AUG 2007

BOEING 767 MEL
32. LANDING GEAR


ITEM
32-41-2 BRAKE SOURCE С 1 0 (M) (O)May be inoperative provided associated
Indication System EICAS advisory message is verified to operate
normally.
B 1 0 (M)May be inoperative provided:

a) C and R hydraulic low SYS PRESS lights
b) Normal and alternate brake systems and
brake accumulator are verified to operate
normally.

None
PLACARD
Brake source light - LIGHT INOP
OPERATIONS (O)
Use the EICAS advisory level BRAKE SOURCE message for the non-normal checklist procedure in lieu of
the BRAKE SOURCE light.
32-6 20 AUG 2007

BOEING 767 MEL
32. LANDING GEAR


ITEM
32-41-3 Gear Retraction Braking C 1 0 (O) May be inoperative provided:
System a) After takeoff, gear remains down for two
minutes before retraction, and
b) Takeoff performance is based on Landing
Gear Extended.
NOTE: This item was titled Inflight Braking System prior to MMEL revision 24.

None
PLACARD
Near gear handle - INFLT WHEEL BRAKING INOP
OPERATIONS (O)
1. After takeoff, leave the landing gear extended for a minimum of two minutes to allow the wheels to spin
down prior to gear retraction.
2. Base takeoff climb and obstacle clearance performance on landing gear extended from AFM Gear Down
Appendix or equivalent Ops Manual/Flight Planning and Performance Manual data. In lieu of these adjustments,
reduce performance limited weights as shown in the Item 32-41-1 Operations (O) procedure for Brake Line
Capped.
32-7 20 AUG 2007

BOEING 767 MEL
32. LANDING GEAR


ITEM
32-42-1 ANTISKID System C 1 0 (O) May be inoperative provided:
a) AFM decrements are applied for antiskid
inoperative operations, and
1) Channels C 8 7 (M) (O)One channel and the associated brake may be
inoperative (brake deactivated or line capped)
provided:
a) Brake is deactivated by an acceptable
procedure, and
b) AFM decrements are applied for the
selected procedure.
NOTE 1: For antiskid system inoperative dispatch, it is recommended that inoperative antiskid channels are
deactivated and that operative channels remain operative. MAINTENANCE (M) step 2 is provided
to deactivate only the inoperative channels for dispatch. Alternately, MAINTENANCE (M) step 3
is provided to deactivate the entire Antiskid System.
NOTE 2: MEL Item 32-42-1 covers all Normal and Alternate Antiskid System faults (including transducer
faults) except for Alternate Antiskid Valve faults. For Alternate Antiskid Valve faults, consult
MEL item 32-42-2 for possible dispatch relief.

ALTN ANTISKID
NORM ANTISKID
PLACARD
Airplane flight log (two or more channels inoperative) - ANTISKID INOP
Autobrakes switch as appropriate - AUTO BRAKES INOP
Airplane flight log as appropriate - ONE BRAKE INOP - DEACTIVATION TOOL INSTALLED
Airplane flight log as appropriate -ONE BRAKE INOP - BRAKE LINE CAPPED
OPERATIONS (O)
1. For antiskid system inoperative (two or more channels inoperative):
A. Takeoff and landing performance must be in compliance with AFM for antiskid inoperative.
B. Select AUTO BRAKES OFF
C. When stopping after landing and for refused takeoffs:

1) Close thrust levers and raise speedbrakes.
2) Initiate wheel braking using light pedal pressure and increase as ground speed decreases.
D. Category III weather minima operations may require an operative autobrake system.
32-8 20 AUG 2007

BOEING 767 MEL
32. LANDING GEAR
2. For one brake deactivated (one antiskid channel inoperative):
A. One brake deactivated with brake disconnect tool installed: stopping distances will be increased.
Adjust takeoff and landing performance in compliance with the AFM for One Brake Deactivated.
B. If a brake line is capped:

1) After takeoff, leave the landing gear extended for a minimum of two minutes to allow the wheels to
spin down prior to gear retraction.
2) Base takeoff climb and obstacle clearance performance on landing gear extended from AFM Gear
Down Appendix or equivalent Ops Manual/Flight Planning and Performance Manual data. In lieu
of these adjustments, reduce performance limited weights as shown in the Item 32-41-1
Operations (O) procedure for Brake Line Capped.
NOTE: If a transducer fault exists, EICAS status message ALTN ANTISKID will remain displayed. Flight
crews should be aware that loss of the right hydraulic system enroute will result in annunciation of
the ANTISKID light and message. Braking effectiveness on the alternate system is reduced - brake
with caution.
32-9 25 SEP 2006

BOEING 767 MEL
32. LANDING GEAR


ITEM
32-42-2 Alternate Antiskid Valves C 4 0 (M) (O) May be inoperative provided:
a) Manual braking capability on alternate
brake system is verified on associated
wheels, and
b) Normal antiskid system operates normally.
C 4 0 (M) (O) May be inoperative provided:

a) Manual braking capability on alternate
brake system is verified on associated
wheels, and
b) AFM decrements are applied for antiskid
inoperative operations.
NOTE: For Normal and Alternate Antiskid System faults other than Alternate Antiskid Valve faults,
consult MEL item 32-42-1 for possible dispatch relief.

ALTN ANTISKID
PLACARD
Airplane flight log
OPERATIONS (O)
1. Inoperative Alternate Antiskid Valves do not affect the normal braking system. However, flight crews
should be aware that loss of the right hydraulic system enroute will result in illumination of the
ANTISKID light and message; indicating braking effectiveness on the alternate system is reduced. If this
occurs, brake with caution.
2. If anti-skid system is inoperative:

A. Use AFM Anti-Skid Inoperative performance decrements as applicable.
B. Select AUTO BRAKES OFF.
C. Use moderate braking action, consistent with runway conditions, for stopping.
32-10 20 AUG 2007

BOEING 767 MEL
32. LANDING GEAR


ITEM
32-42-3 ANTISKID Light C 1 0 (M)May be inoperative provided antiskid system is
verified to operate normally.
C 1 0 (O)May be inoperative provided AFM decrements

are applied for antiskid inoperative operations.

None
PLACARD
Antiskid light - ANTISKID LIGHT INOP
OPERATIONS (O)
1. For antiskid system inoperative:
B. With all antiskid system channels inoperative (all channels deactivated or Antiskid Switch OFF), the
autobrake system is also inoperative. Do not use autobrakes.
C. When stopping after landing and for refused takeoffs:

1) Close thrust levers and raise speedbrakes.
2) Initiate wheel braking using light pedal pressure and increase as ground speed decreases.
32-11 25 SEP 2006

BOEING 767 MEL
32. LANDING GEAR


ITEM
32-42-4 Autobrake System
1) (-200/-300) С 1 0 May be inoperative provided:

a) AUTO BRAKES light is not illuminated
with the autobrake switch OFF, and
С 1 0 (M)May be inoperative with AUTO BRAKES light

illuminated and the autobrake switch OFF provided:
a) Autobrake solenoid valve is verified
closed, and
С 1 0 (M)May be inoperative with AUTO BRAKES light

illuminated and the autobrake switch OFF provided:
a) Module is deactivated, and
2) N/A

None
PLACARD
Auto brakes selector - AUTO BRAKES INOP
32-12 25 SEP 2006

BOEING 767 MEL
32. LANDING GEAR


ITEM
32-42-5 N/A
32-44-2 Parking Brake Valve C 1 0 (M) (O) May be inoperative closed provided AFM
performance decrements are applied for antiskid
inoperative operations.

None
PLACARD
Park Brake light on aisle stand (-200/-300) - PARK BRAKE LIGHT INOP
Near parking brake - PARK BRK VLV INOP
Airplane flight log - ANTISKID INOP
Autobrake switch - AUTO BRAKES INOP
OPERATIONS (O)
1. Takeoff and landing performance must be in compliance with AFM for antiskid inoperative.
2. Select AUTO BRAKES OFF.
3. When stopping after landing and for refused takeoffs:

A. Close thrust levers and raise speedbrakes.
B. Initiate wheel braking using light pedal pressure and increase as ground speed decreases.
32-13 20 AUG 2007

BOEING 767 MEL
32. LANDING GEAR


ITEM
32-44-3 Parking Brake Lights
1) PARK BRAKE Light (- C 1 0 (M)May be inoperative provided:

200/-300) a) Parking brake valve operates normally, and
b) Antiskid light is verified to operate
normally once each flight day.
C 1 0 (O) May be inoperative provided AFM performance

decrements are applied for antiskid inoperative
operations.
C 1 0 (O) May be inoperative provided EICAS Advisory
message PARKING BRAKE is verified to operate
normally.
2) N/A

None
PLACARD
Park brake indicator light on quadrant stand -PARK BRAKE LIGHT INOP
Airplane flight log as appropriate - ANTISKID INOP
OPERATIONS (O)
1. When parking brake is set, ensure advisory EICAS message PARKING BRAKE is displayed.
2. When releasing parking brake:

A. Check that ANTISKID light (P5 panel) is extinguished.
B. If ANTISKID light is illuminated, dispatch must be with antiskid system inoperative, but leave antiskid
switch (if installed) selected ON.
3. For antiskid system inoperative:

B. Initiate wheel braking using light pedal pressure.
4. With Nose Gear Parking Brake Status Indicator lights (PARKING BRAKE SET/BRAKE ON/BRAKE OFF)
inoperative:
A. Establish communications between ground and flight deck.
B. Notify ground crew when the parking brake is set.
32-14 20 AUG 2007

BOEING 767 MEL
32. LANDING GEAR


ITEM
32-44-4 Brake Accumulator Pressure C 1 0 May be inoperative provided associated flight deck
Gauge (Wheel Well) indication operates normally.

None
PLACARD
As appropriate
32-15 25 SEP 2006

BOEING 767 MEL
32. LANDING GEAR


ITEM
32-44-5 BRAKE PRESS Gauge C 1 0 (M)May be inoperative provided:
(Flight Deck) a) Brake accumulator charge is verified
normal once each flight day, and
b) Right low SYS PRESS light operates
normally.

None
PLACARD
Brake Press gauge on First Officer’s main panel - BRAKE PRESS GAUGE INOP
32-16 20 AUG 2007

BOEING 767 MEL
32. LANDING GEAR


ITEM
32-45-1 N/A
32-45-2 Nose Wheel Spin Brakes C 2 0 (M)May be damaged or missing.

(Snubbers)

None
PLACARD
Airplane flight log - NOSE WHEEL SNUBBERS DAMAGED/MISSING
32-17 25 SEP 2006

BOEING 767 MEL
32. LANDING GEAR


ITEM
32-45-3 Tire Pressure Indicating D 1 0
System (TPIS)
***
NOTE: For -200/-300, this item covers the tire pressure indications on the lower EICAS display, the TIRE
PRESSURE light on the overhead panel and the EICAS message TIRE PRESSURE.

None
PLACARD
As appropriate
32-18 20 AUG 2007

BOEING 767 MEL
32. LANDING GEAR


ITEM
32-46-1 Brake Temperature D 1 0
Monitoring System (BTMS)
NOTE: Brake cooling fans will be inoperative when

all eight brake temperature readings are inoperative.
NOTE: For -200/300, this item covers the brake temperature indications on the lower EICAS display, as well as
the BRAKE TEMP light above the landing gear handle.

None
PLACARD
Airplane flight log as appropriate - WHEEL BRAKE TEMP IND INOP
32-19 20 AUG 2007

BOEING 767 MEL
32. LANDING GEAR


ITEM
32-46-2 N/A
32-51-1 Rudder Pedal Nose Wheel B 1 0 (M) (O)May be inoperative provided:

Steering a) Approach minimums do not require its use,
and
b) All takeoffs and landings are made by a
pilot with access to an operating tiller.

None
PLACARD
Near each pilot’s airspeed indicator - RUDDER PEDAL NOSE WHL STEER INOP
OPERATIONS (O)
CAUTION: PILOTS MUST USE CAUTION WHEN USING THE NOSE WHEEL STEERING TILLER
(WHEEL) ABOVE 20 KNOTS TO AVOID OVER-CONTROLLING THE NOSE WHEELS
RESULTING IN POSSIBLE LOSS OF DIRECTIONAL CONTROL.
Flight crew member with access to the tiller will be flying, and the following procedures shall be used:
TAKEOFF
The crew member should steer the airplane, manipulating the steering wheel control by hand, until the
rudder becomes effective (approximately 40 to 60 kts). The crew member not flying should assist by
keeping the wings level and a light forward pressure on the control column until the tiller is no longer
required for steering.
LANDING
The crew member with access to the tiller should use the rudder and steering wheel control as required
during the landing roll. The other crew member should assist by keeping the wings level and a forward
pressure on the control column.
32-20 20 AUG 2007

BOEING 767 MEL
32. LANDING GEAR


ITEM
32-61-1 Landing Gear DOORS Light C 1 0 (M)May be inoperative provided EICAS advisory
System (-200/-300) message GEAR DOORS is verified to operate
normally.

None
PLACARD
Landing gear DOORS light - DOORS LIGHT INOP
32-21 25 SEP 2006

BOEING 767 MEL
32. LANDING GEAR


ITEM
32-61-2 Landing Gear Door Latch
Proximity Sensor
1) System One C 4 3 (M) (O)One may be inoperative provided:

a) Appropriate performance adjustments are
applied, and
b) Remaining System One and all System
Two sensors are verified to operate
2) System Two (Passenger) C 4 3 (M) (O)One may be inoperative provided:

a) Manual function of the Passenger Notice
System operates normally and procedures
for its use are established and used, and
b) All System One and remaining System
Two sensors are verified to operate
NOTE: An inoperative System Two sensor will

render the Flight Deck Automatic Function of the
Passenger Notice System inoperative .
3) N/A
NOTE: One or more inoperative sensors will cause status message LDG GEAR MONITOR to display.
Two or more inoperative sensors (one in each system) will cause the No Dispatch advisory
message GEAR DOORS and/or caution message GEAR DISAGREE to display. Note that nose
gear door sensors are inhibited with gear extended.

LDG GEAR MONITOR
PLACARD
Airplane flight log as appropriate - SYS 1(2) GEAR DR SENSOR INOP
32-22 25 SEP 2006

BOEING 767 MEL
32. LANDING GEAR

OPERATIONS (O)
1.For System One inoperative:
1.
2.
3.
NOTE: If a System One (SYS 1) sensor is inoperative, the ADP will operate continuously with the ADP
switch in the AUTO position.
A. Reduce performance limited weights as follows:

Takeoff, Enroute Climb, and
Model/Engine
Landing
-200 & -300/ALL 3,600 lb (1,633 kg)
B. The enroute climb weight penalties listed above are based on single engine operating speeds that
approximate maximum lift-to-drag ratio speed. To account for the difference in level off altitude
when operating at other speeds, multiply the enroute climb weight penalty listed above by the
appropriate factor listed on page 3-01-0.1 in the ENROUTE DIVERSION SPEED EFFECTS
paragraph.
2. If a System Two (SYS 2) sensor is inoperative, each operator must establish procedures for use of the
flight deck manual function of the Passenger Notice System.
32-23 25 SEP 2006

BOEING 767 MEL
32. LANDING GEAR


ITEM
32-71-1 Tail Skid (-300) C 1 0 (M) (O)May be inoperative provided:
a) Tail skid is secured in the extended
position,
b) Water supplies associated with aft drain
mast are secured OFF, and
applied.

None
PLACARD
Tail Skid light - TAIL SKID INOP
Affected lavatory drains, sinks and fountains as appropriate - INOP
OPERATIONS (O)
Model/Engine Takeoff and Landing Enroute Climb

-300/ALL 1,400 lb. (635 kg) 2,600 lb. (1,179 kg)
2. The enroute climb weight penalties listed above are based on single engine operating speeds that
operating at other speeds, multiply the enroute climb weight penalty listed above by the appropriate factor
listed on page 3-01-0.1 in the ENROUTE DIVERSION SPEED EFFECTS paragraph.
3. Enroute fuel consumption will increase by 1.4% with the tail skid secured in the extended position.
32-24 25 SEP 2006

BOEING 767 MEL
32. LANDING GEAR


ITEM
32-71-2 Tail Skid Indication System C 1 0 May be inoperative provided tail skid retraction
(-300) mechanism is inoperative.
C 1 0 (M)May be inoperative provided tail skid

extend/retract function is verified to operate normally
once each flight day.
C 1 0 (M) (O) May be inoperative provided:

a) Tail skid is secured in the extended
position,
b) Water supplies associated with aft drain
mast are secured OFF, and
applied.
1) TAIL SKID Light C 1 0 May be inoperative provided alternate indication

(-300) operates normally.
2) Proximity Switch C 1 0 (M)May be inoperative provided tail skid

System extend/retract function is verified to operate normally
once each flight day.

None
PLACARD
TAIL SKID light (above landing gear lever) TAIL SKID LIGHT INOP
Affected sinks and drains - INOPERATIVE
OPERATIONS (O)
For tailskid extended, reduce performance limited gross weights as shown in Item 32-71-1 Operations (O)
procedure.
Enroute fuel consumption will increase by approximately 1.4% with the tailskid secured in the extended
position.
32-25 20 AUG 2007

BOEING 767 MEL
33. LIGHTS
33-0.1 20 AUG 2007

BOEING 767 MEL
33. LIGHTS
33-0.2 20 AUG 2007

BOEING 767 MEL
33. LIGHTS
33-0.3 20 AUG 2007

BOEING 767 MEL
33. LIGHTS

ITEM
33-11-1 Flight Compartment and C Individual lights may be inoperative provided
Instrument Lighting System remaining lights are:
a) Sufficient to clearly illuminate all required
instruments, controls, and other devices for
which it is provided,
b) Positioned so direct rays are shielded from
flight crewmembers eyes, and
c) Lighting configuration and intensity is
acceptable to the flight crew.
1) N/A

None
PLACARD
As appropriate
33-1 25 SEP 2006

BOEING 767 MEL
33. LIGHTS

ITEM
33-14-1 Supernumerary Reading D - 0
Lights

None
PLACARD
As appropriate
33-2 25 SEP 2006

BOEING 767 MEL
33. LIGHTS

ITEM
33-16-1 Master Dim and Test System
1) Test Function C 1 0 (M) May be inoperative provided the intended
function of associated light(s) is verified.
2) Dim Function C 1 0 May be inoperative provided:
a) BRT functions operate normally, and
b) Light intensity is acceptable to flight crew
for type and duration of operations.

None
PLACARD
As appropriate
33-3 20 AUG 2007

BOEING 767 MEL
33. LIGHTS

ITEM
33-20-1 N/A
33-21-1 Cabin Interior Illumination

System
1) Passenger C - - Individual lights may be inoperative provided:

Configurations With a) Remaining lighting is sufficient for cabin
Incandescent attendants to perform their duties, and
Emergency Escape Path b) For night ER operations, at least 75% of
Marking System the Night Lights must operate.
2) N/A

None
PLACARD
As appropriate
33-4 25 SEP 2006

BOEING 767 MEL
33. LIGHTS

ITEM
33-24-1 Passenger Information Signs С - - (M) May be inoperative provided:
(No Smoking/Fasten Seat a) Associated passenger seat or lavatory is not
Belt/Return to Seat) occupied from which a No Smoking/
Fasten Seat Belt/Return to Seat sign is not
readily legible, and
b) Associated seat or lavatory must be
blocked and placarded DO NOT
OCCUPY.
NOTE: These provisions are not intended to prohibit
lavatory use or inspections by crewmembers.
С - - (O) May be inoperative and the affected passenger
seat(s) or lavatories may be occupied provided:
a) PA System operates normally and can be
clearly heard throughout the cabin during
flight, and
b) PA system is used to alert cabin crew and
to notify passengers when seat belts should
be fastened, when smoking is prohibited,
and when passengers should return to their
seats.
1) Aural Tone System С 1 0
2) Flight Deck Automatic С - 0 (O) May be inoperative provided:

Function a) Manual control function operates normally,
and
used.

None
PLACARD
Airplane flight log as appropriate
Blocked seat(s) - DO NOT OCCUPY
Associated lavatory door - INOPERATIVE - DO NOT ENTER
OPERATIONS (O)
In case of Flight Deck Automatic Function inoperative flight crew shall manually operate “NO SMOKING” and
“SEAT BELT” selectors in both – normal and non-normal situations.
If Passenger Notice System and/or Aural Tone System is inoperative than the Pilot in Command/First Officer
shall notify passengers when seat belts should be fastened and smoking prohibited.
NOTE: No Smoking signs normally extinguish on takeoff when the landing gear is retracted and illuminate
during landing as the landing gear is extended. The Fasten Seat Belt signs normally extinguish on
takeoff when the flaps and landing gear are up and illuminate when the flaps or landing gear are
extended.
33-5 20 AUG 2007

BOEING 767 MEL
33. LIGHTS

ITEM
33-31-1 Wheel Well Lights С 6 0

None
PLACARD
As appropriate
33-6 25 SEP 2006

BOEING 767 MEL
33. LIGHTS

ITEM
33-31-2 Exterior Cargo Loading D - 0
Area Lights

None
PLACARD
As appropriate
33-7 25 SEP 2006

BOEING 767 MEL
33. LIGHTS

ITEM
33-31-3 Service Lights C 8 0

None
PLACARD
As appropriate
33-8 25 SEP 2006

BOEING 767 MEL
33. LIGHTS

ITEM
33-31-4 Electrical Equipment Center C 9 0
Lights

None
PLACARD
As appropriate
33-9 25 SEP 2006

BOEING 767 MEL
33. LIGHTS

ITEM
33-37-1 Cargo Compartment Lights
1) N/A
2) N/A
3) N/A
4) Sill Lights C - 0
5) Lower Cargo C - 0 (O)May be inoperative provided procedures do not

Compartments require their use.
6) Light Lens C - 0 (M) May be broken/missing provided associated light

is deactivated.

None
PLACARD
Rigid barrier access door as appropriate - INFLIGHT ACCESS NOT ALLOWED
Airplane flight log as appropriate
OPERATIONS (O)
Ensure hazardous materials are carried in accordance with appropriate regulations.
33-10 25 SEP 2006

BOEING 767 MEL
33. LIGHTS

ITEM
33-37-2 N/A
33-41-1 Wing Illumination Lights С - 0 (O)May be inoperative provided ground de-icing

procedures do not require their use.

None
PLACARD
Wing Illumination Lights - WING LIGHT INOP
OPERATIONS (O)
Lighting requirements for wing illumination during ground de-icing shall be determined by crew,consulting
with maintenance personnel.
33-11 20 AUG 2007

BOEING 767 MEL
33. LIGHTS

ITEM
33-42-1 Landing Lights С 4 2 One nose gear and/or one wing mounted light may be
inoperative.
C 4 0 May be inoperative for day operations .

None
PLACARD
Associated light switch(es) - INOP
33-12 20 AUG 2007

BOEING 767 MEL
33. LIGHTS

ITEM
33-42-2 Taxi Lights С - 0

None
PLACARD
Taxi light switch - INOP
33-13 25 SEP 2006

BOEING 767 MEL
33. LIGHTS

ITEM
33-42-3 Runway Turnoff Lights С 2 0

None
PLACARD
Associated light switch(es) - INOP
33-14 25 SEP 2006

BOEING 767 MEL
33. LIGHTS

ITEM
33-43-1 Position Lights (Bulbs)
1) (-200/-300) С 8 0 May be inoperative for day operations .
С 8 4 One stationary light on forward and aft tip of each

wing may be inoperative.
2) N/A

None
PLACARD
As appropriate
33-15 20 AUG 2007

BOEING 767 MEL
33. LIGHTS

ITEM
33-43-2 N/A
33-44-1 Anti-Collision Lights (Red

Strobes/White Strobes)
1) (-200/-300) С 4 0 May be inoperative for day operations .
С 4 2 Upper and lower red fuselage strobe lights may be

inoperative provided wing tip white strobe lights
operate normally.
С 4 2 Wing tip white strobe lights may be inoperative

provided upper and lower red fuselage strobe lights
operate normally.
2) N/A

None
PLACARD
As appropriate
33-16 20 AUG 2007

BOEING 767 MEL
33. LIGHTS

ITEM
33-45-1 Logo Lights D - 0

None
PLACARD
As appropriate
33-17 25 SEP 2006

BOEING 767 MEL
33. LIGHTS

ITEM
33-51-1 Interior Emergency Lighting C - - Light assemblies installed in ceiling above each main
System (Battery Powered) aisle may be inoperative provided no two adjacent
(same aisle) light assemblies are inoperative.
A - - Lights/signs exclusively associated with one door,

slide or emergency exit may be inoperative provided:
a) Associated door, slide or emergency exit is
considered inoperative, and
b) Repairs are made within one flight day.

None
PLACARD
As appropriate
33-18 20 AUG 2007

BOEING 767 MEL
33. LIGHTS

ITEM
33-51-2 Exterior Emergency B 1 0 May be inoperative for day operations .
Lighting System

None
PLACARD
As appropriate
33-19 25 SEP 2006

BOEING 767 MEL
33. LIGHTS

ITEM
33-51-3 Emergency Escape Path A - - Lights/signs exclusively associated with one door,
Marking System slide or emergency exit may be inoperative provided:
a) Associated door, slide or emergency exit is
considered inoperative, and
b) Repairs are made within one flight day.
1) Incandescent Lighting C - - Individual lights may be inoperative provided

System minimum acceptable lighting levels and:
a) All floor aisle markers with arrows must be
operative, and
b) All lights adjacent to arrow lights must be
operative;
c) The most forward and farthest aft floor
aisle marker light must be operative, and
d) Every other floor aisle marker light must
be operative ( no two adjacent marker
lights may be inoperative ) , and
e) Sidewall exit indicators must have two of
five lamps operating, and
f) Cross-Aisle Markers must have at least
outer lights operative.
2) N/A

None
PLACARD
As appropriate
OPERATIONS NOTE
1. The following are the minimum FAA dispatch requirements for the Boeing Designed systems:
NOTE 1: The number of floor mounted aisle marker lights may vary depending on the cabin
configuration. Some configurations may have lighted arrows in place of red lenses at the mid
cabin exits.
NOTE 2: The documents referred to in MMEL provisos A through D are the design and test
documents that were submitted to the FAA by either Boeing or the Emergency Escape Path
Marking System vendor to show compliance with FAR 25.812. The difference between a
fully operative system and a system that just meets the minimum requirements of FAR
25.812 represents that part of the system that may be inoperative and dispatch permitted
under this MMEL item. The following paragraphs detail the minimum dispatch
requirements. Operators do not need copies of the design and test documents for aircraft
delivered with the Emergency Escape Path Marking System installed by Boeing.
NOTE 3: Emergency Escape Path Marking Systems are often a combination of floor mounted, seat
mounted, and monument mounted lights. Each system may vary due to differing cabin
configurations.
33-20 20 AUG 2007
BOEING 767 MEL
33. LIGHTS
A. Floor Marker Lights, main aisle:

1) All arrow lights must be operative.
2) All lights adjacent to arrow lights must be operative.
3) Lights adjacent to an inoperative lights must operate normally.
B. Floor Marker Lights, cross aisle (incandescent or electroluminescent):

1) For cross aisles with two lights installed, both must be operative.
2) For cross aisles with three lights installed, both outer lights must be operative.
C. Sidewall Exit Indicators: At least two of five lamps in each exit indicator must be operative.
D. To satisfy FAA regulations, at least one light must be operative every 80 inches (2 meters) between
the farthest forward and farthest aft path lights.
E. To satisfy JAA or UK CAA regulations, at least one light must be operative every meter
(39.4 inches) between the farthest forward and farthest aft path lights.
2. For non- Boeing systems, the operator is responsible for publishing the dispatch relief.
33-21 25 SEP 2006

BOEING 767 MEL
34. NAVIGATION
34-0.1 20 AUG 2007

BOEING 767 MEL
34. NAVIGATION
34-0.2 20 AUG 2007

BOEING 767 MEL
34. NAVIGATION
34-0.3 20 AUG 2007

BOEING 767 MEL
34. NAVIGATION
34-0.4 20 AUG 2007

BOEING 767 MEL
34. NAVIGATION
34-0.5 20 AUG 2007

BOEING 767 MEL
34. NAVIGATION
34-0.6 20 AUG 2007

BOEING 767 MEL
34. NAVIGATION

ITEM
34-00-1 Instrument Source Select
Switches
ER
1) -200/-300 C - - (O)May be inoperative provided:

a) Associated instruments operate from
isolated sources,
b) Inoperative switches are not moved in
flight, and
c) For ER operations, at least one FMC, EFI,
and IRS switch must operate normally.
2) N/A
3) N/A

None
PLACARD
Associated switch(es) - INOP - DO NOT MOVE
OPERATIONS (O)
Ensure instruments are operating from isolated sources as follows:
NOTE: Do not move inoperative switches during flight.
-200/-300:
1. FMC Switch:
A. 200K, 700K, 1Meg Non-PIP FMC’s:

1) Select different map ranges for each pilot’s HSI.
2) If both pilots are operating from the same FMC, a message MAP RANGE DISAGREE will appear
across the opposite HSI.
B. PIP and Pegasus FMC’s without Enhanced Ground Proximity Warning System (EGPWS) upgrade:
1) Open circuit breaker FMC R on the overhead circuit breaker (P11) panel.
2) Observe that map display fails on right HSI only.
3) Close circuit breaker FMC R on the overhead circuit breaker (P11) panel.
C. Pegasus FMC’s with Enhanced Ground Proximity Warning System (EGPWS) upgrade:
1) Position an operative NAV source select switch to the offside FMC.
2) If both pilots are operating from the same FMC, a green FMC L or FMC R annunciation will appear
in the lower center portion of the HSI.
3) Return the NAV source select switch to the original selection.
34-1 20 AUG 2007

BOEING 767 MEL
34. NAVIGATION
2. EFI Switch:
A. Using HSI Mode Selectors on EFIS control panels, select VOR mode on Captain’s side, ILS or APP
mode on First Officer’s side.
B. Observe that selected modes are displayed on each HSI.
3. IRS Switch:
A. Place only center IRS mode selector switch in ALIGN position.
B. Observe that at least one ADI has normal background (shaded sky and ground). If background shading
is lost on both ADI’s, both are using the center IRS.
4. AIR DATA Switch:
A. Place the L AIR DATA COMPTR TEST SWITCH (P61) in the test position and observe that test data
(airspeed, altitude, etc.) are displayed on only one pilot’s instruments.
34-2 20 AUG 2007

BOEING 767 MEL
34. NAVIGATION

ITEM
34-13-1 N/A
34-13-2 Mach/Airspeed Warning B 2 1

Systems (Visual and Aural)

None
PLACARD
As appropriate
34-3 25 SEP 2006

BOEING 767 MEL
34. NAVIGATION

ITEM
34-13-6 Standby Altimeter Vibrator C 1 0 May be inoperative provided VMC exists at
departure and arrival airports .

None
PLACARD
As appropriate
34-4 25 SEP 2006

BOEING 767 MEL
34. NAVIGATION

ITEM
34-13-7 Total Air Temperature C 1 0 (O)May be inoperative provided one other
Indication (TAT) temperature indication (RAT or SAT) is available.

None
PLACARD
Near EICAS display - TAT INOP
OPERATIONS (O)
SAT is available on FMC Progress Page 2/2. The following table may be used to convert SAT to TAT:
34-5 20 AUG 2007

BOEING 767 MEL
34. NAVIGATION

ITEM
34-13-8 N/A
34-13-9 N/A
34-13-10 N/A
34-16-1 Altitude Alerting System A - 0 (O)May be inoperative provided:

a) Autopilot with altitude hold is operative,
(Non RVSM operation only) b) Enroute operations do not require its use,
and
c) Repairs are made within three flight days .

None
PLACARD
As appropriate
OPERATIONS (O)
1. Operators must use procedures to assure flight crew awareness of airplane altitude. This may include flight
crew use of all airplane systems available and/or crew altitude callouts.
2. See FAR 91.219, 91.706 and other appropriate regulatory guidance material.
34-6 20 AUG 2007

BOEING 767 MEL
34. NAVIGATION

ITEM
34-21-1 Inertial Reference Systems
(IRS)
ER
1) IRU (-200/-300)
a) N/A
b) Airplanes with C 3 2 (M) (O)Left or right may be inoperative provided:
HMG Installed a) Approach minimums do not require its use,
b) Center is selected and isolation is verified
once each flight day,
c) First officer's IRS instrument source select
d) For ER operations, left and center must
operate normally.
C 3 2 Center may be inoperative for Day VMC flight.
2) N/A
3) IRS Mode Selector C - 0 For ER operations, may be inoperative provided both

Panel - Display and FMCS CDU's operate normally.
Keyboard Functions
C - 0 For Non-ER operations, may be inoperative provided
one FMCS CDU operates normally.
NOTE 1: IRUs are interchangeable.
NOTE 2: If the left IRU is inoperative, Windshear Guidance and Alerting System will be inoperative. See MEL
34-46-1 dispatch requirements for an inoperative Windshear Guidance and Alerting System.
NOTE 3: Following a flight with one EICAS computer inoperative or one fuel flow indication inoperative, the
FMC may determine flight completion during high speed taxi. This will cause the IRU residual
ground speed to set at 21 knots or greater. The Fault Isolation Manual uses 21 knots as the threshold
to identify a faulty IRU. Testing the IRU per the Maintenance Manual may preclude replacement.

None
PLACARD
Associated IRS Mode Selector - INOP
OPERATIONS (O)
1. Comply with MEL remarks.
2. If the airplane is operating on standby battery power, then the Captain’s RDMI information may be lost. If
the center IRU is operating normally, the captain's RDMI can be restored by switching the first officer's IRS
instrument source select switch to the alternate (ALTN) position.
3. When dispatching with a left IRU inoperative, the captain should select the C FLT DIR on the INSTR
SOURCE SEL panel prior to takeoff. When dispatching with a right IRU inoperative, the first officer should
select the C FLT DIR on the INSTR SOURCE SEL panel prior to takeoff. This will ensure the flight director
bars are displayed. Inflight select the center CMD switch to engage the autopilot.
34-7 20 AUG 2007

BOEING 767 MEL
34. NAVIGATION

ITEM
34-22-1 ADI Deleted.
34-22-2 HSI Deleted.
34-22-3 Radio Distance Magnetic C 2 1 Right may be inoperative .

Indicators (RDMI) (-200/-
300) C 2 1 Left may be inoperative provided flight is restricted
to Day VMC.
C 2 0 Right and left may be inoperative provided standby
power system powers the Captain's instrument bus .
1) N/A
NOTE: Customer option MOD 24096 provides electrical power to the captain’s instrument bus during a standby
power condition. MOD 24096 must be installed for dispatch with both RDMI’s inoperative.

None
PLACARD
As appropriate
34-8 20 AUG 2007

BOEING 767 MEL
34. NAVIGATION

ITEM
34-22-4 Flight Director Systems C 3 0 May be inoperative provided approach minimums do
not require their use.
1) Displays C 2 0 May be inoperative provided approach minimums do

not require their use.
NOTE : Windshear guidance may be unavailable .

None
PLACARD
As appropriate
34-9 25 SEP 2006

BOEING 767 MEL
34. NAVIGATION

ITEM
34-22-5 Electronic Flight Instrument C 3 2 (M) Except for ER operations, one may be
(EFIS) Symbol Generators (- inoperative provided symbol generator isolation is
200/-300) verified once each flight day.
ER
C 3 2 (M) For ER operations, L or R may be inoperative
provided symbol generator isolation is verified once
each flight day.
NOTE: Symbol Generators are interchangeable.

COMPARATOR BITE
PLACARD
Captain’s and/or First Officer’s EFI switches - EFI NORM INOP or
EFI ALTN INOP
34-10 25 SEP 2006

BOEING 767 MEL
34. NAVIGATION

ITEM
34-22-6 EFIS Controls
1) Switches (NAV AID/ C - - One switch for each function may be inoperative
ARPT/RTE DATA/ provided procedures do not require their use.
WPT/WXR/TERR) (-
200/-300)
2) N/A
3) N/A
4) Decision Height C 2 0 May be inoperative provided approach procedures do
Indication (DH REF) not require its use.
(Aairplanes without
PFD) NOTE: Flight crew use EADI DH indication.
a) Airplanes without С 2 0 May be inoperative.
Radio Altitude
Indicators (Tape) NOTE: Flight crew use EADI DH indication.
b) N/A
5) HIS/DCP Mode Selector

a) MAP Position B 2 1 (O) May be inoperative provided:
a) Both FMCs operate normally, and
used.
b) PLAN Position B 2 1 (O) May be inoperative provided:

a) Both FMCs operate normally, and
used.
6) HIS Range Selector C 2 1 May be inoperative provided both FMCs operate
normally.

None
PLACARD
As appropriate
OPERATIONS (O)
Use appropriate HSI mode and FMC CDU page to display desired flight information.
34-11 20 AUG 2007

BOEING 767 MEL
34. NAVIGATION

ITEM
34-22-7 EFIS Speed Tape (-200/-
300)
1) Mach Indications C 2 1
C 2 0 May be inoperative provided MACH indicators are
installed and operating normally at the respective
pilot's station.
C 2 0 May be inoperative provided:

a) Airplane remains at or below FL 300, and
b) A placard with this limitation is affixed to
instrument panel.
2) Airspeed Indications C 2 0 May be inoperative provided airspeed indicators are

installed and operating normally at the respective
pilot's station.
NOTE: Some 767 airplanes have MACH/Airspeed indicators (round dials). Some 767 airplanes have MACH/
Airspeed indications (EFIS speed tape). Some 767 airplanes have both indicators and indications. This
relief is for the speed tape indications only. See item 34-13-1 for relief of (round dial) MACH/Airspeed
indicators.

None
PLACARD
As appropriate
34-12 25 SEP 2006

BOEING 767 MEL
34. NAVIGATION

ITEM
34-22-8 Pitch Limit Indicators C 2 0

None
PLACARD
As appropriate
34-13 25 SEP 2006

BOEING 767 MEL
34. NAVIGATION

ITEM
34-23-1 Magnetic Compass B 1 0 (O)May be inoperative provided any combination of
(Standby) three gyro (IRS) stabilized compass systems operate
normally.
B 1 0 (O)May be inoperative provided:

a) Any combination of two gyro IRS
stabilized compass systems operate
normally, and
b) Airplane is operated with dual independent
navigation capability and under positive
radar control by ATC on enroute portion of
flight.
C 1 0 (O)May be inoperative for flights that are entirely

within areas of magnetic unreliability provided at
least two stabilized directional gyro systems are
installed, operative, and used in conjunction with
approved free gyro navigation techniques .

None
PLACARD
As appropriate
OPERATIONS (O)
Flight crews must ensure that planned routes comply with limitations.
34-14 25 SEP 2006

BOEING 767 MEL
34. NAVIGATION

ITEM
34-24-1 Standby Attitude/ILS
Indicator
1) Attitude Display B 1 0 May be inoperative provided:

a) Operations are conducted in Day VMC
only, and
b) Operations are not conducted into known
or forecast over-the-top conditions.
2) Approach Mode C 1 0

None
PLACARD
As appropriate
OPERATIONS NOTE
See CFR 121.305 and other appropriate regulatory guidance material.
34-15 20 AUG 2007

BOEING 767 MEL
34. NAVIGATION

ITEM
34-24-2 N/A
34-24-3 N/A
34-25-1 N/A
34-26-1N/A
34-30-1 Taxi Speed Indication Moved to 32.42-5
34-31-1 ILS Systems C 3 2 Anyone may be inoperative except Center ILS

( powered by a Standby Bus ) .

None
PLACARD
As appropriate
OPERATIONS NOTE
Operators must determine ILS System requirements depending on weather minimums at their airport.
See Approved Airplane Flight Manual, FAR 121.347 through 121.349, or other appropriate regulations.
34-16 25 SEP 2006

BOEING 767 MEL
34. NAVIGATION

ITEM
34-32-1 Marker Beacon System C 1 0 May be inoperative provided approach minimums do
not require its use.

None
PLACARD
As appropriate
OPERATIONS NOTE
Crew must determine marker beacon requirements for approach minimums.
34-17 25 SEP 2006

BOEING 767 MEL
34. NAVIGATION

ITEM
34-33-1 Radio Altimeter (RA)
Systems (EADI)
1) Single Source Datalink

To GPWS
a) Left RA A 1 0 (O)May be inoperative provided:
a) Approach minimums or operating
procedures do not require its use, and
b) Center/ Right RA C 2 0 (O)May be inoperative provided approach minimums

or operating procedures do not require its use.
2) N/A

GND PROX BITE
GND PROX SYS
PLACARD
As appropriate
OPERATIONS (O)
1. Observe MMEL exceptions.
2. If the left radio altimeter is failed, the flight crew should expect to see the following flight deck effects:
A. If the landing gear is not down and locked, the flaps are retracted, and either engine throttle is at idle the
CONFIG warning light will illuminate and the GEAR NOT DOWN EICAS warning message will
annunciate; however, the siren will not sound and the master warning lights will not illuminate.
B. If the landing gear is not down and locked, the flaps are not fully retracted and either engine throttle is at
idle, the gear not down warning will operate normally. That is, the CONFIG warning light will
illuminate, the GEAR NOT DOWN EICAS warning message will annunciate, the siren will sound and
the master warning lights will illuminate.
C. If the landing gear is not down and locked, the flaps are set at 25 or 30, and the throttles are at any
position, the gear not down warning will operate normally. The CONFIG warning light will illumiate,
the GEAR NOT DOWN EICAS warning message will annunciate, the siren will sound and the master
warning lights will illuminate.
3. TCAS requires only one radio altimeter for operation. If one radio altimeter fails, the flight crew will see no
effect on TCAS.
34-18 20 AUG 2007

BOEING 767 MEL
34. NAVIGATION

ITEM
34-33-2 N/A
34-40-1 N/A
34-43-1 Weather Radar Systems D 2 1
1) Indicators D 2 1
2) Autotilt/Multiscan C 1 0 May be inoperative provided manual tilt function

Function operates normally.
3) WXR ON light D 2 0
4) N/A
5) N/A

WINDSHEAR PRED
WXR SYS
PLACARD
As appropriate
OPERATIONS (O)
1. Airlines must determine radar requirements depending on their type of operation (VFR/IFR) and reported
weather. See FAR 121.357 or other appropriate regulations.
2. If normal procedures are based on using Predictive Windshear, the Operator must develop and use alternate
procedures to increase flight crew awareness of airplane configuration, altitude and flight path. This may
include flight crew use of all airplane systems available (reactive windshear, autopilot, autoland, ILS,
FMCS) and flight crew review of Minimum Enroute Altitudes and altitude callouts (refer to Operations
Manual Supplementary Normal Procedures for Windshear).
3. When WXR ON lights are inoperative or not installed, determine status of the weather radar by viewing the
EHSI display. Some weather radars annunciate GAIN, MODE, and TILT on the display when the weather
radar is ON. If these annunciations are not available, WXR status may be determined by observing the EHSI
for rastor and return indications. If no return is indicated and there is doubt about the status of the radar, the
antenna may be tilted downward to determine if ground return is indicated on the EHSI.
4. The windshear warning and guidance system consists of the Windshear Mode of the Ground Proximity
Warning System (item 34-46-1), Go-Around Switches (item 22-30-2) and Flight Director System (item
34-22-4). Faults in any of these systems may affect the operation of the windshear warning and guidance
system.
34-19 20 AUG 2007

BOEING 767 MEL
34. NAVIGATION

ITEM
34-46-1 Ground Proximity Warning A 1 0 (O)May be inoperative provided:
System (GPWS) a) Alternate procedures are established and
used, and
1) Terrain Avoidance A 4 0 (O)May be inoperative provided:
Modes 1-4 a) Alternate procedures are established and
used, and
2) Test Mode A 1 0 May be inoperative provided:

a) GPWS is considered inoperative, and
b) Repairs are made within two flight days.
3) Glideslope Deviation B 1 0
(Mode 5)
4) Advisory Callouts C 1 0 (O) May be inoperative provided alternate

(mode 6) procedures are established and used.
5) Windshear Alert Mode B 1 0 (O) May be inoperative provided alternate
Function (Reactive) procedures are established and used.
(Mode 7)
NOTE: Operator’s alternate procedures should
include reviewing windshear avoidance and
windshear recovery procedures.
C 1 0 (O)May be inoperative provided:
used, and
b) Takeoffs and landing are not conducted in
known or forecast windshear conditions.
6 ) Terrain Awareness B 1 0 (O) May be inoperative provided alternate
Function procedures are established and used.
7) Terrain Displays C 2 1
B 2 0
8) Runway Awareness & C 1 0
Advisory System
(RAAS)
NOTE: The Terrain Awareness and Warning System (TAWS) is the Look-Ahead Display function of the
Enhanced Ground Proximity Warning System.

GND PROX BITE
GND PROX SYS
WINDSHEAR REAC
34-20 20 AUG 2007

BOEING 767 MEL
34. NAVIGATION
PLACARD
Airplane flight log as appropriate - GND PROX SYS INOP or GND PROX MODE _ INOP
OPERATIONS (O)
1. See FAR 121.305 and other appropriate regulatory guidance material.
2. Operators must develop and use procedures to increase flight crew awareness of airplane configuration,
altitude and flight path. This may include flight crew use of all airplane systems available (autopilot,
autoland, ILS, FMCS) and flight crew review of Minimum Enroute Altitudes and altitude callouts.
34-21 25 SEP 2006

BOEING 767 MEL
34. NAVIGATION

ITEM
34-46-2 Windshear Guidance and Deleted. Relief already available under 34-46-1(5).
Alerting System
34-51-1 VOR Navigation Systems C 2 1 One may be inoperative except Left ( a Standby Bus
powered ) .

None
PLACARD
As appropriate
OPERATIONS NOTE
Operators must determine VOR requirements depending on their route system. See FAR 121.347 through
121.351 or other appropriate regulations.
NOTE: If a power supply anomaly causes the L VOR navigation system to be inoperative, then the marker
beacon system may also be inoperative. See MEL 34-32-1 for an inoperative Marker Beacon System.
34-22 25 SEP 2006

BOEING 767 MEL
34. NAVIGATION

ITEM
34-53-1 ATC Transponders and D 2 1
Automatic Altitude
Reporting Systems
1) Elementary and A - 0 May be inoperative provided:

Enhanced Downlink a) Enroute operations do not require its use,
and
b) Repairs are made prior to completion of
next heavy maintenance visit.

None
PLACARD
As appropriate
OPERATIONS NOTE
Operators must determine their requirements. See FAR 91.215 or other appropriate regulations.
34-23 20 AUG 2007

BOEING 767 MEL
34. NAVIGATION

ITEM
34-55-1 Distance Measuring C 2 1 Right System may be inoperative.
Equipment Systems

None
PLACARD
As appropriate
OPERATIONS NOTE
Operators must determine DME requirements dependent on their route system. See FAR 121.349 or other
appropriate regulations.
34-24 25 SEP 2006

BOEING 767 MEL
34. NAVIGATION

ITEM
34-57-1 Radio Compass (ADF) D 2 0
Systems

None
PLACARD
As appropriate
OPERATIONS NOTE
See FAR 121.347 through 121.351or other appropriate regulations.
34-25 25 SEP 2006

BOEING 767 MEL
34. NAVIGATION

ITEM
34-58-1 N/A
34-60-3 N/A
34-26 25 SEP 2006

BOEING 767 MEL
34. NAVIGATION

ITEM
34-61-1 Flight Management
Computer Systems (FMCS)
ER
1) FMC (Including C 2 1 (M)(O) Except for ER operations, one may be
CDU/HMCDU/MCDU) inoperative provided enroute operations do not
(-200/-300) require its use.
C 2 0 (M) (O) Except for ER operations, may be

a) Both Fuel Quantity Indicating System
(FQIS) processor channels are verified to
operate normally,
b) All flight deck fuel quantity indications
c) Enroute operations do not require its use
C 2 1 (M)(O)For long-range navigation operations, one

may be inoperative provided other accepted means of
navigation are available.
NOTE: An associated MCDU if operative, may be

used to meet navigation requirements .
2) N/A
3) N/A
4) Navigation Databases C - - (O) May be out of currency provided:
a) Current aeronautical charts are used to
verify navigation fixes prior to dispatch,
b) Procedures are established and used to
verify status and suitability of navigation
facilities used to define route of flight, and
c) Approach navigation radios are manually
tuned and identified.
5) FMC Annunciator Light C 1 0 (M) May be inoperative provided the CDU MSG
light and EICAS advisory message :FMC
MESSAGE” are verified to operate normally.
NOTE : For those airplanes with the advanced stall warning computer and speed tape display, dispatch with
a "WARN ELEX" status message is allowed provided the P51 WEU BITE module displays only
fault code D7 (FMC invalid). This should be checked prior to each departure. For those airplanes
that do not have both the advanced stall warning computer and speed tape display, dispatch is not
allowed with a "WARN ELEX" status message.
34-27 20 AUG 2007

BOEING 767 MEL
34. NAVIGATION
WARN ELEX
PLACARD
As appropriate
OPERATIONS (O)
1. For all operations with one FMC inoperative:

A. IRS alignment must be completed before airplane moves.
NOTE: Some aircraft are configured with IRS’s without keypads. When this type of airplane is
dispatched with one FMC inoperative and the second FMC fails, there will no longer be a
means to align the IRS once the electrical power is removed from the airplane or the IRS
mode selector switch is moved from the NAV position.
B. Use of LNAV and VNAV with flight director:

1) Airplanes without HMCDU/MCDU (Hybrid Multi-purpose Control Display Unit/Multi-purpose
Control Display Unit):
a. On the side with the inoperative FMC, select ALTN with the FMC source select switch.
b. LEFT FMC INOPERATIVE - When operating in flight director mode with both F/D switches
ON, LNAV and VNAV will engage if the right auto pilot is engaged or only the right F/D is
ON. Turning OFF the left F/D switch would allow use of LNAV and VNAV, but only the right
flight director would operate. Procedure: After liftoff (with F/D in TO mode), use HDG SEL
and FL CH modes as desired until right autopilot is engaged. Then use LNAV and VNAV as
desired.
c. RIGHT FMC INOPERATIVE - When operating in flight director mode with both F/D switches
ON, LNAV and VNAV will engage. If the left or center autopilot is engaged, LNAV and
VNAV will remain engaged.
Procedure: After liftoff (with F/D in TO mode), use HDG SEL and FL CH modes as desired until
left or center autopilot is engaged. Then use LNAV and VNAV as desired.
2) Airplanes with HMCDU/MCDU:

a. On the side with the inoperative FMC, select the opposite FMC or the on-side CDU with the
NAV source select switch.
b. LEFT FMC INOPERATIVE - When operating in flight director mode with both F/D switches
ON, LNAV and VNAV will engage if the Captain’s NAV source switch is selected to R FMC
or L CDU position. Otherwise, LNAV and VNAV will engage if the right autopilot is engaged
or only the right F/D is ON. Turning off the left F/D switch would allow use of LNAV and
VNAV, but only the right flight director would operate.
Captain’s NAV selector is moved to an alternate source, or right autopilot is engaged.
Then use LNAV and VNAV as desired.
c. RIGHT FMC INOPERATIVE - When operating in flight director mode with both F/D switches
ON, LNAV and VNAV will engage. If the First Officer’s NAV source switch is selected to the
L FMC or R CDU position, LNAV and VNAV will engage with any autopilot engaged.
Otherwise, LNAV and VNAV will engage if the left or center is engaged or the right F/D is ON.
First Officer’s NAV selector is moved to an alternate source, or left or center autopilot is
engaged. Then use LNAV and VNAV as desired.
34-28 25 SEP 2006
BOEING 767 MEL
34. NAVIGATION
C. (767-200/300 only) With a single operational FMC, during VOR approaches, one pilot must have
raw data from the VOR associated with the approach displayed on the RDMI, RMI, or HSI in the
VOR mode no later than the final approach fix.
2. For dispatch with both FMC’s inoperative, enter airplane present position using IRS Mode Selector
Panel (reference Operations Manual, Supplementary Procedures - Flight Management,
Navigation).
3. For long-range navigation operations with one FMC inoperative:
NOTE 1: FMC NAV Source Select Switch with CDU-L and CDU-R positions must be installed.
NOTE 2: One FMC, in conjunction with two IRS systems in navigation mode and two HMCDU’s or
MCDU’s will meet the requirements for dispatch (reference Airplane Flight Manual, Section 3,
FMCS).
A. In addition to step 1 above, prior to takeoff accomplish the following as appropriate:
1) For an inoperative left FMC:

a. Select the FMC-R position with the Captain's FMC NAV Source Select Switch to load data
from the right FMC into the left CDU.
NOTE: The FMC switch should remain in this position for at least one minute after flight
planning is completed or after any flight plan modifications prior to takeoff.
b. After a minimum of one minute, select the CDU-L position with the Captain's FMC NAV
Source Select switch.
c. Observe that Captain’s HSI (-200/-300) or ND (-400ER) Map display changes to a
simplified route display without normal navigation database symbology. “CDU-L” should
be displayed on the HSI/ND. This confirms availability of the Alternate Navigation system.
d. Prior to takeoff, select the FMC-R position with the Captain’s FMC NAV Source Select
Switch.
2) For an inoperative right FMC:

a. Select the FMC-L position with the First Officer's FMC NAV Source Select Switch to load
data from the left FMC into the right CDU.
NOTE: The FMC switch should remain in this position for at least one minute after flight
planning is completed or after any flight plan modifications prior to takeoff.
b. After a minimum of one minute, select the CDU-R position with the First Officer's FMC
NAV Source Select switch.
c. Observe that First Officer’s HSI (-200/-300) or ND (-400ER) Map display changes to a
simplified route display without normal navigation database symbology. “CDU-R” should
be displayed on the HSI/ND. This confirms availability of the Alternate Navigation system.
d. Prior to takeoff, select the FMC-L position with the First Officer’s FMC NAV Source
Select Switch.
4. For dispatch with Navigation Databases out of currency, observe MEL restrictions.
A. Check NOTAMS and charts against the out-of-date navigation database.
B. Manually input route structure, if needed.
34-29 25 SEP 2006

BOEING 767 MEL
34. NAVIGATION

ITEM
34-61-2 Traffic Alert Collision B 1 0 (M) May be inoperative provided
Avoidance System (TCAS) a) System is deactivated and secured, and
b) Enroute or approach procedures do not
require its use.
1) Combined Traffic Alert C 2 1 May be inoperative on the non-flying pilot side

(TA) and Resolution provided:
Advisory (RA) Dual a) TA and RA visual display is opearative on
Display the flying pilot side, and
b) TA and RA audio function is operative on
flying pilot side.
2) N/A
3) N/A

TCAS SYSTEM
PLACARD
As appropriate.
OPERATIONS (O)
Monitor the operative indications and advisories and respond as appropriate.
34-30 25 SEP 2006

BOEING 767 MEL
35. OXYGEN
35-0.1 25 SEP 2006

BOEING 767 MEL
35. OXYGEN

ITEM
35-11-2 Crew Oxygen System
1) Pressure Indication B 1 0 (M) May be inoperative provided oxygen supply is

(EICAS) verified to be above minimum required before each
departure.
2) Bottle Gage (One Bottle C 1 0 May be inoperative provided pressure indication

System) (EICAS) operates normally.
3) N/A
4) Supernumerary Oxygen C - 0 May be inoperative provided associated seat is not

Masks occupied.
C — 0 May be inoperative provided flight is not conducted

above 10,000 feet MSL.
5) N/A
6) Oxygen Thermal Relief C 1 0 (O)May be damaged or missing.

Indicator

None
PLACARD
Near EICAS - O2 PRES INDICATION INOP
OPERATIONS (O)
Verify that oxygen pressure is adequate for dispatch:
1. Select EICAS status page; note oxygen pressure.
2. Select 100% on the NORMAL/100% switch.
3. Push down and hold the RESET/TEST SLIDE lever.
4. Observe yellow cross appears momentarily in FLOW indicator.
5. Push and hold the EMERGENCY/TEST selector.

A. While holding RESET/TEST SLIDE lever down, push EMERGENCY TEST selector and observe
yellow cross appears in FLOW indicator.
B. Observe oxygen pressure did not decrease during test.
35-1 20 AUG 2007

BOEING 767 MEL
35. OXYGEN

ITEM
35-20-1 PBE Smoke Hoods C 6

None
PLACARD
As appropriate
OPERATIONS NOTE
Airlines must determine the required number of smoke hoods depending on airplane configuration and
equipment. See FAR 121.337 or other appropriate regulations.
35-2 25 SEP 2006

BOEING 767 MEL
35. OXYGEN

ITEM
35-21-1 Passenger Oxygen System B 1 0 (O)May be inoperative provided:
a) Flight is not conducted where the
minimum altitude enroute is above 14,000
feet MSL,
b) Both air conditioning packs operate
normally,
c) All other components of the pressurization
system operate normally,
e) Portable oxygen units are provided for
10% of the passengers, and
f) Passengers are appropriately briefed.
B 1 0 May be inoperative provided flight is conducted at or
below 10,000 feet MSL.
1) Passenger Service Units B - - (M)May be inoperative with no flight altitude
(PSUs) restriction provided:
a) Affected seats are blocked and placarded to
prevent occupancy, and
b) Units operate normally for all usable
lavatory and flight attendant locations.
2) Automatic Presentation B 1 0 (M)May be inoperative provided:
System a) Manual deployment system operates
normally, and
b) Airplane remains at or below FL 300.
3) N/A
4) N/A
NOTE: Use MEL item 25-25-1, Flight Attendant Seat Assembly, for dispatch when an inoperative oxygen
service unit renders a flight attendant seat unusable.

None
PLACARD
As directed in Maintenance (M) procedure
OPERATIONS (O)
Passenger Oxygen System Inoperative:
1. Plan flight over route with minimum enroute altitude equal to or lower than 14,000 feet.
2. Maximum flight altitude shall not exceed FL250.
3. Prior to flight, the pilot in command shall brief cabin crew on the alternate emergency procedures that
will be used.
Automatic Presentation System Inoperative:

1. Be prepared to deploy passenger masks manually using the PASS OXY switch.
2. Flight altitude is limited to FL300.
35-3 25 SEP 2006

BOEING 767 MEL
35. OXYGEN

ITEM
35-31-1 Portable Oxygen Dispensing D 17 15 (M)Any in excess of fifteen ( 15 ) may be
Units (Bottle and Mask) unserviceable or missing provided:
a) Required distribution of serviceable bottles
is maintained throughout the aircraft, and
b) Bottles not properly serviced are replaced,
serviced, or removed at the next available
maintenance facility.

None
PLACARD
As appropriate
35-4 25 SEP 2006

BOEING 767 MEL
36. PNEUMATIC
36-0.1 20 AUG 2007

BOEING 767 MEL
36. PNEUMATIC

ITEM
36-00-1 N/A
36-11-1 ENG BLEED Pressure

Regulating and Shut off
Valves (PRSOV)
ER
1) PW4000 C 2 1 (M) (O) Except for ER operations beyond 120
a) PRSOV is secured closed,
b) Associated Engine BLEED Switch remains
OFF,
c) Associated bleed isolation valve is opened
after takeoff and closed before approach
and landing,
d) Airplane is not operated in known or
e) APU is used as air source for the ADP for
takeoff or ADP inoperative penalties are
applied,
f) Remaining (opposite) engine system
operates normally,
g) Airplane remains at or below FL 350,
h) Center Hydraulic Motor Generator is not
required, and
i) For PW4000 engines, appropriate
performance adjustments are applied for
either of the following conditions :
1) Associated fan air modulation valve
secured in the intermediate position,
or
2) Associated fan air modulation valve open.
2) N/A
NOTE 1: Securing the PRSOV closed disables the forward cargo air conditioning.
PLACARD
Pneumatic control panel as appropriate - L(R) PRSOV INOP CLOSED
36-1 25 SEP 2006

BOEING 767 MEL
36. PNEUMATIC
OPERATIONS (O)
1. Performance penalties are required by the fan air valve deactivation. Reduce performance limited weights as
shown in Item 36-12-2 Operations (O) procedure.
2. The center isolation valve must be closed when using APU air during takeoff and landing and open when
APU is shut down.
NOTE: For -200/-300, average fuel consumption for APU operation is 200 lbs (90 Kg) per hour.
3. If APU bleed air is not available, apply ADP performance penalties per item 29-11-3.
4. Turn off pack for the affected side.
5. Remain clear of icing conditions.
6. The affected bleed isolation valve must be opened enroute to pressurize the hydraulic reservoir. Some non-
normal procedures will require the subsequent closing of this valve.
7. If remaining bleed source fails, do the following:

A. See 21-51-1 Air Conditioning Packs, OPERATIONS (O) - Both Packs Inoperative Procedure.
NOTE: At approximately 17,000 feet, APU may be used to operate one pack to supply pneumatic power for
pressurization.
36-2 20 AUG 2007

BOEING 767 MEL
36. PNEUMATIC

ITEM
36-11-2 High Pressure Shutoff Valve C 2 1 (M) (O)One may be inoperative provided:
(HPSOV) Systems a) Valve is secured closed,
b) A minimum of 70% (55% below 10,000
feet MSL) Nl is maintained on the
c) Remaining (opposite) engine system
operates normally,
d) Center Hydraulic Motor Generator is not
required, and
e) N/A.
NOTE 1: For PW and GE, the HPSOV has the same part number as the pressure regulating valve and the two
valves are interchangeable. See item 36-11-8.
PLACARD
Pneumatic control panel as appropriate - L(R) HPSOV INOP
OPERATIONS (O)
1. If icing conditions are encountered maintain 70% (55% below 10,000 feet MSL - except as required for
landing) N1 on affected engine to ensure that adequate bleed air is available for anti-icing systems.
2. With the high stage bleed valve/HPSOV locked closed, it is possible that the engine bleed air OFF light and
PACK OFF light may illuminate with the engine at idle under certain conditions. To extinguish the engine
bleed air OFF and PACK OFF lights:
A. Verify manifold pressure on affected side is less than 10 psi.
B. Verify isolation valve on affected side is closed.
C. Verify air conditioning pack on affected side is not selected OFF (for -200/-300, select AUTO or STBY).
D. Advance the throttle off idle to approximately 80% N2 to open the PRSOV and Pack Flow Control Valve.
This will extinguish the engine bleed air OFF light and PACK OFF light. When power is reduced the
engine bleed OFF light and PACK OFF light may illuminate again.
3. The following flight deck effects may occur:

PW4000: The engine BLEED light may illuminate and L/R ENG HPSOV message may annunciate at high
thrust settings.
36-3 20 AUG 2007

BOEING 767 MEL
36. PNEUMATIC

ITEM
36-11-3 Intermediate Pressure Check C 2 1 (M) (O)One may be inoperative open provided:
Valves (Low Pressure) a) Associated HPSOV is secured closed,
feet MSL) Nl is maintained on associated
engine in icing conditions,
operates normally,
required.
e) N/A.

None
PLACARD
Airplane flight log - INTERMEDIATE PRESSURE CHECK VALVE INOP OPEN
Pneumatic control panel as appropriate - L(R) ENG HPSOV INOP CLOSED
OPERATIONS (O)
1. If icing conditions are encountered maintain 70% (55% below 10,000 feet MSL - except as required for
2. With the High Stage Bleed valve/HPSOV locked closed, it is possible that the Engine Bleed Air OFF light
may illuminate with the engine at idle under certain conditions. To extinguish the Engine Bleed Air OFF
light:
C. Verify air conditioning pack on affected side is not selected OFF (for -200/-300, select AUTO or STBY).
D. Advance the throttle off idle to approximately 80% N2 to open the PRSOV and extinguish the engine
bleed air OFF light.
3. The following flight deck effects may occur:

PW4000: The engine BLEED light may illuminate and L/R ENG HPSOV message may annunciate at high
thrust settings.
36-4 20 AUG 2007

BOEING 767 MEL
36. PNEUMATIC

ITEM
36-11-4 APU BLEED Valve C 1 0 (M)May be inoperative provided:
a) Valve is closed, and
b) Bleed switch remains OFF.
NOTE: APU may be used for electrical power.

None
PLACARD
Pneumatic control panel - APU BLEED VALVE INOP CLOSED
36-5 25 SEP 2006

BOEING 767 MEL
36. PNEUMATIC

ITEM
36-11-5 APU BLEED Check Valve C 1 0 May be inoperative provided APU bleed valve
remains closed, except for engine start.

None
PLACARD
As appropriate
36-6 25 SEP 2006

BOEING 767 MEL
36. PNEUMATIC

ITEM
36-11-6 L and R Bleed ISLN Valves C 2 1 (M) Except for ER operations beyond 120 minutes,
one may be inoperative provided:
ER a) Valve is closed except for engine start,
b) Airplane is not operated in known or
forecast icing conditions, and
c) Both engine bleed valves operate normally.

None
PLACARD
Pneumatic control panel as appropriate - L(R) ISLN VALVE INOP
36-7 25 SEP 2006

BOEING 767 MEL
36. PNEUMATIC

ITEM
36-11-7 Center Bleed Isolation Valve C 1 0 (O)May be inoperative provided:
a) Valve remains closed except for engine
start,
b) APU is used as an air source during takeoff
and landing or ADP inoperative penalties
are applied,
c) Both center electrical hydraulic pumps
operate normally,
d) Airplane remains at or below FL 270, and
e) Center Hydraulic Motor Generator is not
required.

None
PLACARD
Pneumatic control panel - C ISLN VALVE INOP
OPERATIONS (O)
2. Up to approximately 17,000 feet, APU bleed air may be used as a source for aft and bulk (if installed) cargo
heat. Carriage of animals and/or perishables may be impacted above this altitude.
36-8 20 AUG 2007

BOEING 767 MEL
36. PNEUMATIC

ITEM
36-11-8 Engine Pressure Regulating
Valve (PRV) Systems
ER
minutes, one may be inoperative secured closed
provided:
a) Associated bleed valve switch remains
closed,
b) Associated bleed isolation valve is opened
and landing,
d) APU is used as air source for takeoff or
ADP inoperative penalties are applied,
e) Remaining (opposite) engine bleed system
operates normally,
1) PW4000 f) Airplane remains at or below FL 350,

(Cont'd) g) Center Hydraulic Motor Generator is not
required,
h) N/A
i) Appropriate performance adjustments are
applied for either of the following
conditions :
secured in the intermediate position,
or
open.
minutes, one may be inoperative open provided:
a) Associated HPSOV is secured closed,
b) Associated pressure regulating valve will
open fully pneumatically,
c) A minimum of 70% (55% below 10,000
feet MSL) Nl is maintained on the
d) Remaining (opposite) engine bleed system
e) Center Hydraulic Motor Generator is not
required.
3) N/A
NOTE 1: The PRV has the same part number as the engine high stage valve and the two valves are
interchangeable. See item 36-11-2.
36-9 25 SEP 2006

BOEING 767 MEL
36. PNEUMATIC
NOTE 2: The HMG is required for ETOPS routes if an IDG or APU generator is inoperative. The HMG is not
required for non-ETOPS.
PLACARD
As appropriate
OPERATIONS (O)
1. PRV CLOSED
A. Performance and limit weight adjustments:
1) Performance penalties are required when fan air modulation valve is able to modualate full open or is
secured in the intermediate position. Reduce performance limited weights as shown in item 36-12-2.
2) APU bleed air can be used to avoid ADP performance penalties.

For -200/-300, average fuel consumption for APU operation is 200 lbs (90 Kg) per hour.
3) If APU bleed air is not available, apply ADP performance penalties per item 29-11-3.
B. Select associated L/R ENG bleed air switch OFF.
C. Select associated A/C pack switch to OFF.
D. Associated bleed isolation valve must be opened enroute to pressurize the hydraulic reservoir. Open the
affected bleed isolation valve after takeoff and close it prior to approach. Some non-normal procedures
will require the subsequent closing of this valve while enroute.
E. Select APU ON and APU Bleed Air VALVE on for takeoff, if possible.
F. After gear up and flap retraction, the APU Bleed Air VALVE and APU can be selected OFF.
G. Remain clear of icing conditions.
H. Limit altitude to FL350 or below.
2. PW4000: PRV OPEN
If icing conditions are encountered maintain 70% (55% below 10,000 feet MSL except as required for
36-10 20 AUG 2007

BOEING 767 MEL
36. PNEUMATIC

ITEM
36-11-9 N/A
36-11-10 N/A
36-12-1 Precoolers
ER
1) N/A
minutes, airplane may be dispatched with damage to
one precooler and associated ducting between the
Pressure Regulating Valve (PRV) and Pressure
Regulating and Shutoff Valve (PRSOV) provided:
a) Associated PRV is secured closed,
b) Associated PRSOV is secured closed,
d) Associated bleed isolation valve is opened
and landing,
e) Remaining (opposite) engine system
operates normally,
f) Airplane remains at or below FL 350,
g) APU is used as air source for takeoff or
ADP inoperative penalties are applied,
h) Center Hydraulic Motor Generator is not
required,
i) N/A
j ) Appropriate performance adjustments are
applied for either of the following
conditions :
1)Associated fan air modulation valve
secured in the intermediate position, or
2)Associated fan air modulation valve
open.
NOTE 1: Securing the PRSOV closed disables the forward cargo air conditioning.
NOTE 2: The HMG is required for ETOPS routes if an IDG or APU generator is inoperative. The HMG is not
EICAS STATUS MESSAGES -None
PLACARD
As appropriate
OPERATIONS (O)
1. Performance penalties are required by the fan air valve deactivation. Reduce performance limited weights as
shown in Item 36-12-2 Operations (O) procedure.
3. Remain clear of icing conditions.
36-11 20 AUG 2007
BOEING 767 MEL
36. PNEUMATIC

ITEM
36-12-2 Fan Air (Precooler) Control
Systems
ER
minutes, may be inoperative provided:
a) Associated fan air modulation valve is
secured in an intermediate position, and
b) Appropriate performance adjustments are
applied.
a) (-200/ -300) C 2 0 (M) (O) Except for ER operations beyond 120

minutes, may be inoperative provided:
a) Associated fan air modulation valve is
secured full open,
applied, and
forecast icing conditions .
2) N/A
PLACARD
Overhead Bleed Air Control panel as appropriate - FAMV INOP
OPERATIONS (O)
Model/Engine FAMV Position Takeoff, Landing & Enroute Climb

Intermediate 5,000 lb. (2,268 kg)
-200 & -300/ALL
Full Open 7,000 lb. (3,176 kg)
NOTE: The enroute climb weight penalties listed above are based on single engine operating speeds that
operating at other speeds, multiply the enroute climb weight penalty listed above by the appropriate
factor listed on page 3-01-0.1 in the ENROUTE DIVERSION SPEED EFFECTS paragraph.
2. Fuel burn will increase approximately 0.6% per inoperative valve in the intermediate position, and 1.2%
per inoperative valve in the full open position.
3. Wing anti-ice capability is degraded. On PW the nacelle anti-ice capability is degraded.
36-12 20 AUG 2007

BOEING 767 MEL
36. PNEUMATIC

ITEM
36-21-1 Bleed Air DUCT PRESS
Indicating Systems
1) DUCT PRESS C 2 1
Indicators (P5 Panel)
2) N/A
PLACARD
As appropriate
36-13 25 SEP 2006

BOEING 767 MEL
36. PNEUMATIC

ITEM
36-21-2 Engine Bleed Air OFF C 2 0
Lights

None
PLACARD
As appropriate
36-14 25 SEP 2006

BOEING 767 MEL
36. PNEUMATIC

ITEM
36-21-3 N/A
36-22-1 BLEED Lights (-200/-300) C 2 1 (M) (O)One may be inoperative provided:

a) Associated high stage bleed valve/HPSOV
is secured closed,
feet MSL) Nl is maintained on associated
operates normally,
required.
e) N/A.
NOTE: The HMG is required for ETOPS routes if an IDG or APU generator is inoperative. The HMG is not

None
PLACARD
As appropriate
OPERATIONS (O)
1. Maintain a minimum of 70% (55% below 10,000 feet MSL except as required for landing) N1 on the
affected engine in icing conditions.
2. With the high stage bleed valve/HPSOV locked closed, it is possible that the engine bleed air OFF light and
pack OFF light may illuminate with the engine at idle under certain conditions. To extinguish the engine
bleed air OFF and pack OFF lights:
C. Verify air conditioning pack on affected side is not selected OFF (select AUTO or STBY).
D. Advance the throttle off idle to approximately 80% N2 to open the PRSOV and Pack Flow Control
Valve. This will extinguish the engine bleed air OFF light and pack OFF light. When power is reduced
the engine bleed OFF light and pack OFF light may illuminate again.
36-15 25 SEP 2006

BOEING 767 MEL
36. PNEUMATIC

ITEM
36-22-2 N/A
36-22-3 OVHT Lights
1) (-200/-300) C 2 1 (M) (O)One may be inoperative provided:

a) Associated HPSOV is secured closed,
Feet MSL) Nl is maintained on associated
operates normally,
required.
e) N/A.
2) N/A
NOTE: The HMG is required for ETOPS routes if an IDG or APU generator is inoperative. The HMG is not

None
PLACARD
As appropriate
OPERATIONS (O)
1. -200/-300:
A. Maintain a minimum of 70% (55% below 10,00 feet MSL except as required for landing), N1 on
affected engine when in icing conditions.
B. With the high stage bleed valve/HPSOV locked closed, it is possible that the engine bleed air OFF light
and pack OFF light may illuminate with the engine at idle under certain conditions. To extinguish the
engine bleed air OFF and pack OFF lights:
1) Verify manifold pressure on affected side is less than 10 psi.
2) Verify isolation valve on affected side is closed.
3) Verify air conditioning pack on affected side is not selected OFF (select AUTO or STBY).
4) Advance the throttle off idle to approximately 80% N2 to open the PRSOV and Pack Flow Control
Valve. This will extinguish the engine bleed air OFF light and pack OFF light. When power is
reduced the engine bleed OFF light and pack OFF light may illuminate again.
36-16 25 SEP 2006

BOEING 767 MEL
36. PNEUMATIC

ITEM
36-22-4 L and R Bleed ISLN
VALVE Lights
1) (-200/-300) C 2 1 (O)One may be inoperative provided associated duct

pressure indicator operates normally.
2) N/A

None
PLACARD
As appropriate
OPERATIONS (O)
If proper operation of the Isolation Valve is in question, refer to ECS synoptic page in EICAS and /or Duct
Pressure Indications.
36-17 25 SEP 2006

BOEING 767 MEL
36. PNEUMATIC

ITEM
36-22-5 C Bleed ISLN VALVE C 1 0
Light

None
PLACARD
As appropriate
36-18 25 SEP 2006

BOEING 767 MEL
36. PNEUMATIC

ITEM
36-22-6 APU Bleed ISLN VALVE C 1 0
Light

None
PLACARD
As appropriate
36-19 25 SEP 2006

BOEING 767 MEL
36. PNEUMATIC

ITEM
36-22-7 N/A
36-20 25 SEP 2006

BOEING 767 MEL
38. WATER/WASTE

ITEM
38-10-1 Potable Water Systems C - - (M) Individual components may be inoperative
provided:
a) Associated components are deactivated or
isolated, and
b) Associated system components are verified
not to have leaks .
NOTE: Any portion of system which operates

С - - (M) May be inoperative provided:
a) System is drained, and
b) Procedures are established to ensure that
system is not serviced.

None
PLACARD
For deactivated or isolated components, as appropriate - INOP - DO NOT USE
For inoperative potable water system, Aft Potable Water Service Panel –
POTABLE WATER SYS INOP - DO NOT FILL
38-1 25 SEP 2006

BOEING 767 MEL
38. WATER/WASTE

ITEM
38-30-1 Lavatory Waste Systems C - - (M) Individual components may be inoperative
(Including Wheelchair provided:
Accessible Lavatories) a) Associated components are deactivated or
isolated, and
b) Associated system components are verified
not to have leaks .
NOTE: Any portion of system which operates

C - - (M) Associated lavatory system (s) may be

a) Associated components are deactivated or
isolated to prevent leaks,
b) The Pilot-in-Command will determine if
flight duration is acceptable with a FWD
lavatory unusable, and
c) Associated lavatory door(s) is secured
closed and placarded "INOPERATIVE -
DO NOT ENTER."
NOTE: Placard shall be applied to the door and

cabinet wall covering the latch indicator
window OCCUPIED/VACANT and
preventing from opening the door without
damaging of the placard.
Whenever an airplane is released for dispatch with

any items inoperative from Lavatory Waste Systems,
maintenance personnel shall advise dispatcher in
advance the detailed information concerning the
inoperative item(s) and applicable restrictions.
NOTE: These provisions are not intended to

prohibit inspections by crewmembers .
38-32-1 N/A

None
PLACARD
For deactivated or isolated components, as appropriate - INOP - DO NOT USE
For inoperative lavatory waste system, Waste Tank Service Panel - WASTE TANK NUMBER X INOP and
associated lavatory door - INOPERATIVE - DO NOT ENTER
38-2 20 AUG 2007

BOEING 767 MEL
49. AIRBORNE AUXILIARY POWER
49-0.1 25 SEP 2006

BOEING 767 MEL


ITEM
49-11-1 Auxiliary Power Unit С 1 0 Except for ER operations, may be inoperative
provided both engine generators operate normally.
ER
B 1 0 (M) Except for ER operations beyond 120 minutes,
may be inoperative provided:
a) Both engine generators operate normally,
and
b) Hydraulic Motor Generator (HMG) is
verified to operate normally
1) Pneumatic Function С 1 0 May be inoperative provided procedures do not
require its use.
NOTE 2: APU may be removed per AMM 49-11-02. When removing the APU for dispatch, ensure that (1)
the equipment removed is weighed and (2) that the weight and balance is updated. With APU
removed, the APU FAULT light may remain illuminated, and the EICAS messages APU BLD
VAL, APU FUEL VAL, and APU GEN OFF may display after engine start.
NOTE 3: N/A.
NOTE 4: The pneumatic function of the APU is controlled by the APU Bleed Valve MEL item 36-11-4. If
the pneumatic function is not working, the APU Bleed Valve must be closed via procedure
described in 36-11-4.
NOTE 5: Refer to item 24-00-2 for a battery start procedure if external power is not available. Ground
pneumatic air supply must be used.
PLACARD
As appropriate
49-1 20 AUG 2007

BOEING 767 MEL


ITEM
49-15-1 APU Air Intake Door NOTE: A Door Partially Open may cause reverse
Actuation System rotation of the APU with less than normal
bearing lubrication. Therefore, it may be
desirable to limit the time in this
configuration. Reverse rotation is not
present with the door in the fully open or
closed position.
1) Door Closed С 1 0 (M)May be inoperative secured closed provided APU
is not used.
2) Door Fully open C 1 0 (M)(O) May be inoperative fully open provided AFM
performance decrements are applied.
3) Door Partially open С 1 0 (M) (O)May be inoperative partially open provided:

a) AFM performance decrements are applied,
and
b) APU is considered inoperative.
4) N/A
NOTE 2: A Door Partially Open may cause reverse rotation of the APU with less than normal bearing
lubrication. Therefore, it may be desirable to limit the time in this configuration. Reverse rotation is
not present with the door in the fully open or closed position.

APU DOOR
PLACARD
APU Master Switch - INLET DOOR INOP (OPEN/CLOSED)
OPERATIONS (O)
1. (-200/-300) Door Fully Open:
A. APU may be used on the ground and in flight.
B. Increase planned fuel burn by 0.7%.
C. Airplanes with PW4000 engines have zero (takeoff, enroute climb, approach climb and landing climb)
performance decrements.
49-2 20 AUG 2007

BOEING 767 MEL
D. Buffeting may occur when door is in the open position.
2. (-200/-300) Door Partially Open:
A. Do not use APU.
B. Increase planned fuel burn by 0.7%.
C. Airplanes with PW4000 engines have zero (takeoff, enroute climb, approach climb and landing climb)
performance decrements.
D. Buffeting may occur when door is in the partially open position.
49-3 20 AUG 2007

BOEING 767 MEL


ITEM
49-61-1 APU External Control С 1 0 May be inoperative and APU used, provided a
System qualified operator remains in the vicinity of the flight
deck APU control.
С 1 0 (M)May be inoperative and APU used, provided an
APU automatic fire extinguishing system is installed
and verified to operate normally.

None
PLACARD
As appropriate
49-4 25 SEP 2006

BOEING 767 MEL


ITEM
49-61-2 N/A
49-70-1 APU FAULT Light С 1 0

None
PLACARD
As appropriate
49-5 25 SEP 2006

BOEING 767 MEL


ITEM
49-70-2 APU RUN Light С 1 0 (O)May be inoperative provided another acceptable
means to verify APU condition is available and used.

None
PLACARD
As appropriate
OPERATIONS (O)
APU Shutdown:
1. Position APU VALVE switch to OFF. Check to see that APU VALVE light does not illuminate.
2. Wait 120 seconds for the APU to cool down.
3. Turn APU selector switch to OFF.
4. Wait 20 seconds, observe APU FAULT light momentarily illuminates to indicate APU fuel valve is in
transit to closed.
APU Start-up:
Monitor APU RPM and EGT on EICAS, load APU when RPM is 95% or greater.
49-6 25 SEP 2006

BOEING 767 MEL


ITEM
49-71-1 APU EGT Indication С 1 0

None
PLACARD
As appropriate
49-7 25 SEP 2006

BOEING 767 MEL


ITEM
49-72-1 APU Hourmeter System С 1 0 (M)May be inoperative provided:
a) Production Planing&Control Department
advised for the inoperative hourmeter, and
b) Production Planing&Control Department
calculate flight hours and cycles for operative
APU IAW the formula all the time while
hourmeter’s inoperative:
1 APU flight cycle = 1 aircaft flight cycle

0.29 APU flight hour = 1 aircraft flight hour

None
PLACARD
As appropriate
49-8 25 SEP 2006

BOEING 767 MEL


ITEM
49-72-2 N/A
49-73-1 APU RPM Indication D 1 0

None
PLACARD
As appropriate
49-9 25 SEP 2006

BOEING 767 MEL


ITEM
49-94-1 APU OIL QTY Indication C 1 0 May be inoperative provided APU is considered
inoperative.
D 1 0 (M)May be inoperative provided oil quantity is
verified by alternate means.

APU OIL QTY
PLACARD
As appropriate
49-10 25 SEP 2006

BOEING 767 MEL


ITEM
49-94-2 N/A
49-11 25 SEP 2006

BOEING 767 MEL
52. DOORS
52-0.1 20 AUG 2007

BOEING 767 MEL
52. DOORS
52-0.2 20 AUG 2007

BOEING 767 MEL
52. DOORS

ITEM
52-11-1 Main Entry/ Service Door C 4 0 (M)May be inoperative provided a procedure is used
Armed Indicators to verify that the mode select mechanism is in the
"slide armed" mode before departure and in the "slide
disarm" mode before a non-emergency opening.
NOTE: This item covers both the EMERGENCY ONLY Arming Flag and the Slide Status Warning Indicator.

None
PLACARD
Indicator - INOP
OPERATIONS NOTE
Slide arming/disarming can be verified by checking both the position of slide arming lever and visual indication
of girt bar lockdown (see following illustration). Door must be armed prior to departure from the blocks and not
disarmed until block arrival.
52-1 20 AUG 2007

BOEING 767 MEL
52. DOORS

ITEM
52-11-2 Main Entry/ Service Door D - 0 May be damaged or missing.
Arming Lever Hinged
Covers

None
PLACARD
As appropriate
52-2 25 SEP 2006

BOEING 767 MEL
52. DOORS

ITEM
52-11-3 Entry Door Power Opening C 1 0
Assist

None
PLACARD
As appropriate
52-3 25 SEP 2006

BOEING 767 MEL
52. DOORS

ITEM
52-11-4 Main Entry Doors/Slides/
Emergency Exits
1) Passenger Configuration A - - (M) (O)One may be inoperative or slide missing
provided:
a) All other main entry doors;
b) Affected door is not used for passenger
loading,
c) A conspicuous barrier strap or rope and a
placard stating that the door is inoperative
shall be placed across the inoperative door,
d) Emergency exit sign and floor proximity
lights associated with the inoperative exit
must be covered to obscure the signs and
lights,
e) Passengers must be briefed not to use the
affected door,
f) All passenger seats halfway to the next exit

in each direction from the inoperative door,
across the entire width of the airplane, 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; main passenger
aisles, cross aisles, and exit areas must not
be blocked. (For an inoperative forward
door/ slide, the blocked seating area shall
extend from the forward cabin end,
rearward to a line halfway between the
inoperative forward door and the next set
of doors aft of the inoperative one. For an
inoperative rear door/slide, the blocked
seating area shall extend forward from the
aft cabin end to a line halfway between the
inoperative door and the next set of doors
forward of the inoperative one),
g) Conspicuous signs and placards shall be
placed in appropriate locations indicating
these seats are not to be occupied by
passengers,
h) Seated capacity must not exceed rated
capacity of remaining pairs of exits,
(Continued)
52-4 25 SEP 2006

BOEING 767 MEL
52. DOORS

ITEM
52-11-4 Main Entry Doors/Slides/
Emergency Exits
(Cont'd)
1) Passenger Configuration i) For extended range/overwater operations,
(Cont'd) occupancy shall not exceed the normal
rated capacity of the slide/ rafts, or the
remaining slide/rafts or the rated overload
capacity of the slide/rafts remaining after
loss of one additional slide/raft of greatest
capacity, whichever is least,
j) Blocked seating layouts and evacuation
procedures must be developed and
approved by the FAA certificate holding
office for inclusion in the operator's
manual, and
k) Repairs are made within one flight day.
NOTE 1: Weight and balance manifest must be

revised as necessary to ensure proper
loading limits are observed.
NOTE 2: Cabin attendants may be stationed in

vicinity of each door within blocked
area.
NOTE 3: Combination Passenger/ Cargo airplanes,

main entry doors located in the cargo
area may be inoperative with no
restrictions .
2) N/A
3) N/A

None
PLACARD
As directed in MAINTENANCE (M) procedure.
OPERATIONS (O)
1. For Passenger Configuration, flight crew members and passengers must be briefed prior to takeoff and
landing regarding exit that cannot be used for emergency evacuation.
2 . For All Cargo Configuration, operators must ensure that flight crew members are aware that the normal
means of emergency egress are not available and that alternate means will be used.
52-5 25 SEP 2006

BOEING 767 MEL
52. DOORS

ITEM
52-30-1 Lower Cargo Doors
1) Cargo Door Lift/Latch C - - Either manual or electric mode on each door may be
Mechanisms (Std. Door- inoperative.
Passenger and -200PC)
C - 0 (M) Manual and electric modes may be inoperative
provided the associated door is verified closed and
locked before each departure.
2) Cargo Door Hinge C - - Either manual or electric mode on each door may be
Power Units and Manual inoperative.
Hinge Drive Systems
(Std. Door- Passenger
and -200PC)
provided associated door is verified closed and
3) Cargo Door Hook/Latch C - 0 (M)May be inoperative provided:

System Electrical a) Manual function operates normally,
Function (Large Door- b) There is no damage to the hook-latch
Passenger and -200PC) mechanism,
c) There is no damage to the latch lock
mechanism,
d) Door is closed and locked using an
accepted maintenance manual procedure,
and
e) All latch cams are visually confirmed to be
in the closed position before each departure
.
4) Cargo Door Lift System C - - Either manual or electric mode on each door may be
(Large Door- Passenger inoperative.
and -200PC)
provided associated door is verified closed and

None
PLACARD
As appropriate
52-6 20 AUG 2007

BOEING 767 MEL
52. DOORS

ITEM
52-30-2 Cargo Door Hinge Power Moved to 52-30-1-2.
Units and Manual Hinge
Drive Systems
52-30-3 Cargo Door Control Panel

Indicating Systems
1) DOOR OPEN Light C - 0 May be inoperative provided DOOR CLOSE light

(Std. Door) operates normally.
2) DOOR CLOSE Light C - 0 (M)May be inoperative provided:

(Std. Door) a) Door Indication System for associated door
is verified to operate normally, and
b) Door is visually verified closed, latched
and locked before each departure.
3) DOOR OPEN and C - 0 (M)May be inoperative provided the door is visually

DOOR CLOSE Lights verified closed, latched and locked before each
(Large Door) departure .
4) N/A

None
PLACARD
As appropriate
52-7 20 AUG 2007

BOEING 767 MEL
52. DOORS

ITEM
52-32-1 N/A
52-34-1 Cargo Door Stop Fitting C One on the forward and aft side of each cargo door
Bearing Plates (Std. Doors frame may be missing.
Only)

None
PLACARD
As Appropriate
52-8 25 SEP 2006

BOEING 767 MEL
52. DOORS

ITEM
52-35-1 Bulk Cargo Door Balance C 1 0 (M)May be inoperative provided a safety hold open
Mechanism device is used when door is in open position.

None
PLACARD
As appropriate
52-9 25 SEP 2006

BOEING 767 MEL
52. DOORS

ITEM
52-50-1 N/A
52-51-1 N/A
52-51-2 N/A
52-10 20 AUG 2007

BOEING 767 MEL
52. DOORS

ITEM
52-51-3 Boeing Enhanced Flight A 1 0 (M) (O)May be inoperative provided:
Deck Security Door a) Automatic locking system is deactivated,
Automatic Locking System b) Door dead bolt operates normally and is
used to lock the door,
used for locking and unlocking the door
using the dead bolt, and
d) Repairs are made within two flight days .
1) Flight Deck Access B 1 0 (M) (O)May be inoperative provided:
Panel System (Keypad, a) Keypad is deactivated, and
Door Chime) b) Alternate procedures are established and
used.
a) LEDs C 3 0 (O)May be inoperative provided alternate procedures
b) Door Bell Mode C 1 0 (O)May be inoperative provided alternate procedures

c) Switch Guard C 1 0 May be inoperative or missing provided alternate

procedure are established and used.
2) Flight Deck Door B 1 0 (M)May be inoperative provided automatic lock

LOCK FAIL Light controls are verified to operate normally.
3) Flight Deck Door B 1 0 (M)May be inoperative provided:

AUTO UNLK Light a) Automatic lock controls are verified to
b) Door chime operates normally.
4) Flight Deck Door Lock B 1 0 (M) (O)May be inoperative provided:

Control Selector a) Keypad is deactivated,
b) Automatic lock is verified to operate
normally, and
used.
5) Pressure Rate-Of- A 1 0 (M)May be inoperative provided:
Change Sensing Module a) Pressure sensing module is deactivated,
and

None
52-11 25 SEP 2006

BOEING 767 MEL
52. DOORS
PLACARD
As appropriate
OPERATIONS (O)
Each operator must develop alternate procedures based on their security requirements for allowing and denying
access to the flight deck when dispatching with the automatic locking system or components of the automatic
locking system inoperative.
NOTE: If the keypad has been deactivated, make sure the Flight Deck Access System switch is in the OFF
position (guard extended) when flight deck door is closed and the flight deck not occupied.
52-12 25 SEP 2006

BOEING 767 MEL
52. DOORS

ITEM
52-51-4 Boeing Enhanced Flight C 1 0 May be inoperative provided automatic lock controls
Deck Security Door Dead operate normally.
Bolt

None
PLACARD
Flight deck door - DEAD BOLT INOP
52-13 25 SEP 2006

BOEING 767 MEL
52. DOORS

ITEM
52-51-5 N/A
52-51-6 N/A
52-71-1 Door Indication Systems
1) All Doors Except C - 0 (M) May be inoperative provided associated door(s)

Main Deck Cargo is verified closed, latched, and locked before each
Door departure.
2) N/A

AFT CARGO DOOR IND
FWD CARGO DR IND
MN CARGO DR IND
PLACARD
Associated light (Pilot’s Overhead Panel) - LIGHT INOP
Near EICAS - __ DOOR INDICATION INOP
52-14 20 AUG 2007

BOEING 767 MEL
52. DOORS

ITEM
52-73-1 N/A
52-15 25 SEP 2006

BOEING 767 MEL
56. WINDOWS

ITEM
56-11-1 Flight Compartment A 6 5 (M) One FWD (No. 1) window outer glass ply may
Windows be cracked provided:
a) Visibility through the affected windshield
is acceptable to the captain, and vision is
not impaired on the remaining windshield,
b) AFM window heat limitations are
observed,
c) Airspeed is limited to 280 KIAS or less
below 10,000 feet MSL, and
d) Operations are limited to one flight only
56-31-1 N/A
NOTE 1: This item applies only to one No.1 window and to cracks or damage to the outer (non-structural)
layer. For any other conditions refer to AMM 56-11-00 and 56-11-01.

None
PLACARD
As appropriate
56-1 25 SEP 2006

BOEING 767 MEL
73. ENGINE FUEL & CONTROL
73-0.1 20 AUG 2007

BOEING 767 MEL


ITEM
73-14-1 N/A
73-14-2 N/A
73-14-3 N/A
73-21-1 Electronic Engine Control

(EEC) Systems
1) N/A
2) EEC NORM Mode C 2 1 (O)One may be inoperative provided:

(PW4000) a) Both engines are operated in the alternate
(ALTN) mode, and
b) Appropriate procedures, AFM limitations
3) N/A
4) EEC Cl Faults A - - May be dispatched with Cl faults provided repairs are

(PW4000) made within 20 days (fault Level B according to
PWA engine Type Certificate Data Sheet number
E24NE, note 19; and Engine Maintenance Manual
chapter 5, par. 8 "Time Limited Dispatch Criteria",
item C)
5) N/A
6) N/A

EEC CONFIG L (R)
ENG EEC C1
PLACARD
As appropriate
73-1 25 SEP 2006

BOEING 767 MEL
OPERATIONS (O)
1. For Subitems 2 , EEC NORM Mode (L(R) ENG EEC MODE):
A. Select both EEC Mode Switches to Alternate (ALTN).
B. For PW4000 , operation in ALTN Mode must be in accordance with the appropriate Airplane Flight
Manual (AFM) appendix for Alternate EEC Mode.
CAUTION: ADVANCING THRUST LEVERS FULLY FORWARD WILL RESULT IN ENGINE

OVERBOOST.
C. For PW4000 , Autothrottle not available in ALTN Mode.
D. Use of the Assumed Temperature Reduced Thrust Method may or may not be allowed. Refer to the AFM
appendix applicability page.
E. For PW4000, Turbine Case Cooling is affected for EEC ALTN mode. Increase fuel burn 1.5%.
2. For Subitems 4 , EEC C1 Faults (L (R) ENG EEC C1):
A. PW4000 may be dispatched with status message L (R) ENG EEC C1 displayed on one or two engines.
B. There is no OPERATIONS (O) procedure required for dispatch with associated L (R) ENG EEC C1
message displayed.
C. Operators must observe the appropriate repair interval required by MEL Subitems 4. Appropriate repair
interval times (allowable maximum operating intervals) are established for L (R) ENG EEC C1 faults by
the engine manufacturers Type Certificate Data Sheet. The current repair intervals are repeated in the
following table in the column labeled Maximum Operating Interval. Subsequent changes to the engine
manufacturers Type Certificate Data Sheet will supersede the following data:
Fault Annunciation Maximum Operating Interval

EICAS Message L (R) ENG EEC C1 PW4000 – 20 days
NOTE 1: Engine Type Certificate Data Sheets specifically prohibit operation of any engine with control faults
annunciated by the EICAS message L(R) ENG CONTROL.
NOTE 2: L(R) ENG EEC C2 faults are annunciated for maintenance purposes only. Operation with L(R) ENG
EEC C2 faults is allowed by the Engine Type Certificate. MEL dispatch is not necessary with L(R)
ENG EEC C2 faults.
73-2 25 SEP 2006

BOEING 767 MEL


ITEM
73-21-2 Electronic Engine Control
(EEC) INOP/NORM/ALTN
Lights
1) N/A
2) EEC NORM/ ALTN C 2 0 (O)May be inoperative provided:

Lights (PW4000) a) Both EECs are operated in alternate
(ALTN) mode, and
b) Appropriate procedures, AFM limitations
3) N/A
a) N/A
b) N/A

None
PLACARD
As appropriate
OPERATIONS (O)
For EEC NORM/ALTN Lights (PW 4000), see OPERATIONS (O) procedure for Item 73-21-1 Subitem 2.
73-3 20 AUG 2007

BOEING 767 MEL


ITEM
73-21-3 Fuel Control ENG VALVE
Indication System
1) Fuel Control ENG C 2 0 (M) May be inoperative provided associated engine

VALVE Lights (-200/ - fuel valve is verified to operate normally.
300)
2) Fuel Control ENG C 2 1 (M) (O)One may be inoperative provided:

FUEL VAL Indication a) Associated engine fuel valve is verified to
System (PW4000) operate normally and
b) Associated EICAS message is deactivated.

None
PLACARD
ENG VALVE Light (s) - ENG VALVE LIGHT INOP
OPERATIONS (O)
1. Verify operation of the engine fuel valve repeating MAINTENANCE (M) procedure for Engine Fuel Valve
Verification at each shutdown of the affected engine.
1.
(M) Verify associated Engine Fuel Valve operates normally.

1. With the affected engine running, open the SPAR FUEL VALVE circuit breaker (P6 panel).
2. Place FUEL CONTROL switch in the CUTOFF position.
3. If the engine stops running the valve is operating properly.
4. Close SPAR FUEL VALVE circuit breaker.
Verification should be noted in airplane logbook, by recording time elapsed from selection of fuel CUTOFF to
initiation of engine shutdown as indicated by rapid decrease in N1, N2, and EGT.
2. Start the affected engine using normal start procedures.
73-4 20 AUG 2007

BOEING 767 MEL


ITEM
73-21-4 Flight Idle/ Ground Idle Moved to 73-21-8.
Systems
73-21-5 EEC Rating Data Entry Plug Deleted.

(PW4000)
73-21-6 N/A
73-21-7 N/A
73-21-8 Approach Idle/ Minimum

Idle Systems
1) N/A
2 ) Minimum Ground Idle C 2 0 (M) (O)May be inoperative provided:

(PW4000) a) Flap actuated approach idle is verified to
applied.
3) Continuous Ignition C 2 0 (M) (O) May be inoperative provided flap actuated

Actuated Approach Idle approach idle is verified to operate normally.
(PW4000)

IDLE DISAGREE
PLACARD
As appropriate
OPERATIONS (O)
For minimum ground idle inoperative, reduce performance limited weights as follows:
Model / Engine Takeoff and Landing Field Length

-200 & -300/ALL 3,100 lb. (1,406 kg)
If the Continuous Ignition Actuated Approach Idle (Flight Idle) System is inoperative, utilize operating
instructions of Operations Manual red Bulletin No. 93-3 (PW4000) dated November 4, 1993. The operating
instructions are copied below:
73-5 25 SEP 2006

BOEING 767 MEL

PW4000 ENGINES
Condition: Heavy rain or hail encountered or anticipated.
If TAT is 10 degrees C or below:

ANTI-ICE SWITCHES.......................................................................................................ON
(Maintains a minimum thrust setting of approach idle and provides continuous ignition).
If TAT is above 10 degrees C

ENGINE START SELECTORS..........................................................................................CONT
(Provides flameout protection)
AUTOTHROTTLES (If engaged)......................................................................................DISENGAGE

(Prevents autothrottle reduction below desired setting during descent. Autothrottle may remain engaged
during takeoff, climb, and cruise).
THRUST LEVERS............................................................................................................SET
Set a minimum of 50% N1 at or above 10,000 ft., 45% N1 below 10,000 ft. except for landing
NOTE: In heavy precipitation engine parameter fluctuations may occur, particularly, a noticeable drop in EGT.
Engine parameters will return to normal immediately upon leaving the area of heavy precipitation.
73-6 25 SEP 2006

BOEING 767 MEL


ITEM
73-21-9 Engine Supplemental C 2 0 (M)May be inoperative provided associated unit(s) is
Control Unit (PW4000) deactivated.

None
PLACARD
As appropriate
73-7 25 SEP 2006

BOEING 767 MEL


ITEM
73-31-1 Fuel Flow Indications
1) N/A
2) N/A
3) PW4000 C 2 1 (M) One may be inoperative provided:
a) Associated N1, N2, and EPR indications
operate normally,
b) Main tank fuel quantity indicators operate
normally
c) N/A.
4) N/A
NOTE 1: FMC CALCULATED fuel quantities are dependent on Fuel Flow Indications.
NOTE 2: Aileron trim indication on the control wheel can be used to determine if a fuel imbalance condition
exists. At cruise airspeeds, an imbalance of 4,000 pounds will require approximately one unit of
aileron displacement to hold wings level.
NOTE 3: In case of enroute failure of FQIS, the flight crew must keep a fuel log for the remainder of the
flight. Refer to OPERATIONS NOTE below for sample fuel log.
NOTE 4: Following a flight with a Fuel Flow Indication inoperative, the FMC may determine flight
completion during high speed taxi. This will cause the IRU residual ground speed to set at 21 knots
or greater. The Fault Isolation Manual use 21 knots as the threshold to identify a faulty IRU.
Testing the IRU per the Maintenance Manual may preclude replacement.
NOTE 5: The requirement to disconnect densitometers applies to the part numbers listed in the MMEL. This
does not apply to densitometers with other part numbers.
NOTE 6: The fuel flow transmitter can be disconnected and stowed, and dispatch permitted under 73-31-1,
when the FUEL DISAGREE message appears on the FMC in conjunction with EICAS
DISAGREE on EICAS. The fault is caused by an intermittent transmitter.

None
PLACARD
As appropriate
OPERATIONS NOTE
Sample Fuel Log: Condition: Both engines operating; FQIS inflight failure
1. Starting time for the fuel log is the time at the last known waypoint, found via FMC.
73-8 20 AUG 2007
BOEING 767 MEL
2. EICAS FUEL FLOW is in lb/hr (or kg/hr) as shown on EICAS secondary display or EICAS compact
displays. This is the fuel flow indicated from the operative fuel flow sensor.
3. TOTAL FUEL BURN is EICAS FUEL FLOW multiplied by 2. Assume fuel flow on each engine is the same.
4. TOTAL REMAINING FUEL starts at the last known recorded total fuel remaining data point, found via
FMC. As time progresses, TOTAL FUEL REMAINING is start fuel minus TOTAL FUEL BURN.
The starting data point for this fuel log is recorded by the FMC at the last waypoint prior to FQIS failure. This is
found as follows:
1. POS REPORT page:
A. Line 1 displays:
1) Last Waypoint
2) Time
3) Altitude
B. Line 5 displays:
1) POS FUEL. This is the Total Fuel Remaining at the last waypoint displayed on line 1.
73-9 25 SEP 2006

BOEING 767 MEL


ITEM
73-32-1 Fuel Temperature Indicating Moved to 28-43-1.
System
73-10 25 SEP 2006

BOEING 767 MEL
74. IGNITION

ITEM
74-00-1 Ignition Systems A 4 3 (O)One may be inoperative provided:
a) Ignition selector remains in BOTH
ER position,
b) Engine anti-ice system operates normally
on the associated engine, and
c) Repair is made within one flight day.
C 4 2 (O) Except for ER operations, one per engine may be

a) Ignition Selector remains in BOTH
position, and
b) Engine anti-ice systems operate normally
on the associated engine (s).

L (R) ENG IGNITOR 1
L (R) ENG IGNITOR 2
PLACARD
As appropriate
OPERATIONS (O)
Ground: Select operative ignitor (1 or 2) or select BOTH to start engine. After engine start select BOTH.
Inflight: Maintain Ignitor Selector in BOTH position.
74-1 25 SEP 2006

BOEING 767 MEL
74. IGNITION

ITEM
74-00-2 N/A
74-2 25 SEP 2006

BOEING 767 MEL
75. BLEED AIR
75-0.1 25 SEP 2006

BOEING 767 MEL
75. BLEED AIR


ITEM
75-21-1 IDG Air/Oil Cooler Valves
1) N/A
2) N/A
3) PW4000 C 2 0 (M) (O)May be inoperative provided:
a) If engine AOC operates normally and IDG
is connected, fuel tank temperature remains
above -42 degrees C throughout the flight,
b) Valve (s) is deactivated open, and
applied.
a) If engine AOC operates normally and IDG
is disconnected, fuel tank temperature
remains above -36 degrees C throughout
the flight,
applied.
3) PW4000 C 2 0 (M) (O)May be inoperative provided:

(Cont'd) a) If engine AOC is inoperative open and
IDG is connected, fuel tank temperature
the flight,
applied.
a) If engine AOC is inoperative open and
IDG is disconnected, fuel tank temperature
the flight,
applied.
4) N/A

L (R) IDG VALVE
PLACARD
As appropriate
75-1 25 SEP 2006

BOEING 767 MEL
75. BLEED AIR
OPERATIONS (O)
PW4000:
A. For each inoperative valve, reduce performance limit weights as follows:.
Model / Engine Takeoff , Enroute Climb and Landing

-200 & -300/ALL 2,000 lb. (905 kg)
B. The enroute climb weight penalties listed above are based on single engine operating speeds that approximate
maximum lift-to-drag ratio speed. To account for the difference in level off altitude when operating at other
speeds, multiply the enroute climb weight penalty listed above by the appropriate factor listed on page
3-01-0.1 in the ENROUTE DIVERSION SPEED EFFECTS paragraph.
C. Fuel burn will increase approximately 0.25% for one valve inoperative and 0.5% for two valves inoperative.
75-2 25 SEP 2006

BOEING 767 MEL
75. BLEED AIR


ITEM
75-21-2 Engine Air/Oil Cooler C 2 0 (M) (O)May be inoperative provided:
Valves (PW4000) a) If IDG is connected, fuel tank temperature
the flight,
applied.
C 2 0 (M) (O)May be inoperative provide:

a) If IDG is disconnected, fuel tank
temperature remains above -30 degrees C
throughout the flight,
applied.

L (R) ENG A/O VALVE
PLACARD
Aircraft Flight Log as appropriate - L/R ENGINE AIR/OIL HEAT EXCHANGER VALVE INOP OPEN
OPERATIONS (O)
1. For each inoperative valve, reduce performance limit weights as follows:

-200 & -300/PW4000 2,000 lb. (905 kg)
2. The enroute climb weight penalty listed above is based on single engine operating speeds that approximate
3. Fuel burn will increase approximately 0.25% for one valve inoperative and 0.5% for two valves inoperative.
75-3 20 AUG 2007

BOEING 767 MEL
75. BLEED AIR


ITEM
75-23-1 Nacelle Zone Ventilation C 2 0 (M) (O)May be inoperative provide:
Valves (PW) a) Associated valve remains open, and
b) For PW4000, appropriate performance
adjustments are applied.

None
PLACARD
Airplane flight log as appropriate :
PW Engine - L (R) NACELLE ZONE VENT VLV INOP
OPERATIONS (O)
PW4000:
1. For each inoperative valve, reduce performance limit weights as follows:.

-200 & -300/PW4000 1,700 lb. (771 kg)
2. The enroute climb weight penalty listed above is based on single engine operating speeds that approximate
3. Estimated fuel burn increase with one Nacelle Zone Ventilation Valve inoperative open is 0.15%.
4. Estimated fuel burn increase for two Nacelle Zone Ventilation Valves inoperative open is 0.3% (Applied
above 22,500 ft. MSL. This is due to the valve normally being open below this altitude).
75-4 25 SEP 2006

BOEING 767 MEL
75. BLEED AIR


ITEM
75-23-2 N/A Deleted.
75-24-1 Turbine Case Cooling C 2 0 (M)May be inoperative provided associated turbine

Systems (PW4000) case cooling valve remains closed.
NOTE: Inoperative TCC systems will result in the following airplane fuel burn penalties:
ENGINE TYPE NUMBER of TCC SYSTEMS INOP ESTIMATED FUEL BURN PENALTY
1 0.75 %
PW4000
2 1.5 %

None
PLACARD
As appropriate
75-5 25 SEP 2006

BOEING 767 MEL
75. BLEED AIR


ITEM
75-24-2 Turbine Cooling Air
Systems
1) Turbine Vane and Blade C 2 0 (M) May be inoperative provided associated turbine
Cooling (TVBC) cooling valves are deactivated open.
Systems (PW4000)
2) N/A
NOTE : For PW, inoperative Turbine Cooling Air Systems will result in the following airplane fuel burn
penalties:
PLACARD
As appropriate
75-6 20 AUG 2007

BOEING 767 MEL
77. ENGINE INDICATING
77-0.1 20 AUG 2007

BOEING 767 MEL


ITEM
77-00-1 Target Parameter Indications C 0 (O)May be inoperative provided an alternate means
of achieving desired values is available and used.

None
PLACARD
As appropriate
OPERATIONS (O)
Observe that desired values are achieved. Only items indicated by arrows may be inoperative (may not appear
on display).
Autothrottles may still operate, but are set at maximum thrust on takeoff and climb.
NOTE: For EPR (PW) reference readout, see MEL 22-30-1 for possible relief.
77-1 20 AUG 2007

BOEING 767 MEL


ITEM
77-11-1 Engine Pressure Ratio (EPR)
Systems
1) N/A
2) PW4000 C 2 1 (O)EICAS and/or STANDBY indications for one

engine may be inoperative provided:
a) Both EECs are switched to ALTN mode,
b) Appropriate procedures, AFM limitations,
and performance decrements are applied,
c) N2 EICAS indications for both engines
operate normally,
d) N/A
e) Fuel flow indications for associated engine
f) Approach minimums do not require its use.

None
PLACARD
As appropriate
OPERATIONS (O)
PW4000 :
1. See appropriate AFM appendix (Alternate EEC Mode Operation) for performance decrements.
2. Select both EEC mode switches to ALTN.
3. Thrust setting at takeoff is accomplished by manually setting thrust on engine with EPR available, then
matching the N1 value for the non-EPR engine to the resulting N1 from the engine with EPR available.
CAUTION: WITH THE ENGINES IN ALTERNATE MODE, FULL THROTTLE PROTECTION IS NOT
GUARANTEED. IT IS POSSIBLE TO OVERBOOST THE ENGINE.
NOTE: Autothrottle is not available in ALTERNATE mode.
4. Use Flight Planning Performance Manual Chapter 4, Non-Standard Configuration Alternate EEC Mode
Operation, to determine % N1 for maximum go-around, initial maximum continuous and maximum
continuous thrust. Determine other thrust settings by use of N1 from engine with operable EPR
indication.
5. For PW4000, Turbine Case Cooling is affected for EEC ALTN mode. Increase fuel burn 1.5%.
77-2 20 AUG 2007

BOEING 767 MEL


ITEM
77-12-1 N/A
77-12-2 N2 Tachometer Systems B 2 1 (M) One N2 indication may be inoperative provided

(EICAS) (-200/-300) only the indication function is inoperative.
NOTE: This item allows relief for the EICAS N2 indication, only. Standby Engine Indicator N2 must
operate normally.
PLACARD
As appropriate - L (R) N2 INOP
77-3 20 AUG 2007

BOEING 767 MEL


ITEM
77-12-3 N/A
77-12-4 N/A
77-21-1 EGT Indications (Standby

Engine Indicator) (-200/-300)
1) N/A
2) N/A
3) PW4000 C 2 1 One may inoperative provided:

a) EGT EICAS indication operates normally,
b) N2 EICAS indications for both engines
operate normally,
c) EPR EICAS indications for both engines
operate normally.
4) N/A

None
PLACARD
As appropriate
77-4 20 AUG 2007

BOEING 767 MEL


ITEM
77-22-1 N/A
77-31-1 Vibration Indicating C 2 1

Systems

None
PLACARD
As appropriate
77-5 25 SEP 2006

BOEING 767 MEL
78. ENGINE EXHAUST
78-0.1 25 SEP 2006

BOEING 767 MEL
78. ENGINE EXHAUST


ITEM
78-31-1 Thrust Reversers C 2 1 (M) (O)One may be inoperative provided:
a) Inoperative reverser is secured in the
forward thrust position, and
applied.
NOTE: During landing roll-out, differential braking

may be required to maintain directional control.
NOTE: The following flight deck effects are the result of maintenance action to pull and collar certain
circuit breakers at the end of their task:
REV ISLN light illuminated on ground (inhibited in air)

L(R)REV ISLN VAL advisory level EICAS message (inhibited in air)
L(R) REV ISLN VAL status level EICAS message

L ENG REV POS
R ENG REV POS
L REV ISLN VAL
R REV ISLN VAL
PLACARD
As appropriate - L or R REVERSER INOP
OPERATIONS (O)
For airplane performance calculations that include the effect of reverse thrust, adjust performance to account for
the inoperative thrust reverser.
78-1 25 SEP 2006

BOEING 767 MEL
78. ENGINE EXHAUST


ITEM
78-34-1 REV ISLN Valve Light C 1 0 (M) (O)May be inoperative provided the reverser
(-200/-300) isolation valve and reverser unlock indications
operate normally.

None
PLACARD
As directed in MAINTENANCE (M) procedure
OPERATIONS (O)
Without the REV ISLN light to warn that one or both isolation valves are in the wrong (open or closed)
position, flight crew should:
1. In flight, assume that reversers may be armed; do not move reverser levers.
2. Be aware that a subsequent system failure could render a reverser inoperative.
78-2 25 SEP 2006

BOEING 767 MEL
78. ENGINE EXHAUST


ITEM
78-34-2 Engine Reverse Lever C 2 1 (O)One may be inoperative extended or retracted
Interlocks (PW 4000) provided appropriate performance adjustments are
applied.
NOTE: Associated reverser thrust is limited to

reverse idle when inoperative retracted.

L REV INTERLOCK
R REV INTERLOCK
PLACARD
As appropriate - L (R) REVERSE THRUST LEVER INTERLOCK INOP EXTENDED/RETRACTED
OPERATIONS (O)
1. For Reverse Lever Interlock Extended:

When selecting reverse thrust, pull both reverse levers up to the normal interlock position and apply
reverse thrust as required when the operative interlock releases.
NOTE: If the interlock is inoperative extended, there will be no physical stop for that reverse thrust lever
when it is pulled up to the interlock position. The electronic engine control (EEC) will still
protect the engine by not allowing reverse thrust to increase above idle until the thrust reverser
sleeves are sufficiently deployed.
2. For Reverse Lever Interlock Retracted:

When selecting reverse thrust, pull both reverse levers up to the normal interlock position. Use normal
thrust reversing technique on the operative system and if it appears that the rudder authority is becoming
limited during deceleration, return lever to reverse idle detent.
NOTE: If the interlock is inoperative retracted (interlock position), it will not be physically possible to
move that reverse thrust lever beyond reverse idle, even when the reverser sleeves are fully
deployed.
3. The associated reverser thrust is limited to reverse idle when the reverse lever interlock is inoperative
retracted. For airplane performance calculations that include the effect of reverse thrust, adjust
performance to account for the inoperative thrust reverser.
78-3 20 AUG 2007

BOEING 767 MEL
78. ENGINE EXHAUST


ITEM
78-34-3 N/A
78-36-1 REV Unlock Indications C 2 1 (M) (O) One may be inoperative provided:
a) No thrust reverser damage exists which
would adversely affect airplane operation,
b) Thrust reverser for the associated engine is
deactivated and locked in the stowed
(forward thrust) position, and
applied.

None
PLACARD
As appropriate - L (R) REV UNLOCK INDICATION INOP
As appropriate - L (R) REVERSER INOP
OPERATIONS (O)
For airplane performance calculations that include the effect of reverse thrust, adjust performance to account for
the inoperative thrust reverser.
78-4 25 SEP 2006

BOEING 767 MEL
78. ENGINE EXHAUST


ITEM
78-36-2 Full REV Position C 2 0 May be inoperative provided the associated reverser
Indications unlock indication operates normally.

None
PLACARD
As appropriate - L (R) FULL REV INDICATION INOP
78-5 25 SEP 2006

BOEING 767 MEL
78. ENGINE EXHAUST


ITEM
78-36-3 Reverser Position Sensing C 2 1 (M) (O)One may be inoperative provided:
Systems (PW4000) a) Associated thrust reverser is secured in the
forward thrust position, and
applied.

L ENG REV POS
R ENG REV POS
PLACARD
As appropriate - L (R) REVERSER INOP
OPERATIONS (O)
1. For airplane performance calculations that include the effect of reverse thrust, adjust performance to account
for the inoperative thrust reverser.
2. During landing rollout, differential braking may be required.
78-6 25 SEP 2006

BOEING 767 MEL
79. ENGINE OIL
79-0.1 25 SEP 2006

BOEING 767 MEL
79. ENGINE OIL


ITEM
79-31-1 OIL QTY Indications
1) (-200/-300) B 2 1 (M) One may be inoperative provided:

a) Oil tank is filled to recommended capacity
b) There is no evidence of above normal oil
consumption or leakage, and
c) Associated ENG OIL PRESS and OIL
TEMP indications operate normally, and
d) Associated low ENG OIL PRESS light
operates normally.
2) N/A

None
PLACARD
As appropriate - L (R) OIL QTY INDICATION INOP
79-1 20 AUG 2007

BOEING 767 MEL
79. ENGINE OIL


ITEM
79-32-1 N/A
79-33-1 Low ENG OIL PRESS C 2 1 May be inoperative provided associated OIL PRESS,
Indication System TEMP, and QTY indications operate normally.
NOTE: The Engine Low Oil Pressure Switch triggers the L/R ENG OIL PRESS light and L/R ENG OIL
PRESS eicas message. The low ENG OIL PRESS indication system includes the light, message,
and switchю

None
PLACARD
Associated ENG OIL PRESS light - INOP
79-2 25 SEP 2006

BOEING 767 MEL
79. ENGINE OIL


ITEM
79-34-1 Engine Bearing No. 3
Scavenge Oil Temperature
Indications (PW4000)
1) L/R SCAV TEMP1 A 2 1 (M)May be dispatched with one message displayed

provided repairs are made within 3 flight days .
2) L/R SCAV TEMP2 A 2 1 (M)May be dispatched with one message displayed

provided repairs are made within 10 flight days.

L SCAV TEMP1
R SCAV TEMP1
L SCAV TEMP2
R SCAV TEMP2
PLACARD
As appropriate for L or R SCAV TEMP1 status message displayed - L or R BEARING NO. 3 SCAVENGE OIL
TEMPERATUE HOT
As appropriate for L or R SCAV TEMP2 status message displayed - L or R BEARING NO. 3 SCAVENGE OIL
TEMPERATURE WARM
79-3 25 SEP 2006

BOEING 767 MEL
79. ENGINE OIL


ITEM
79-34-2 N/A
79-35-1 Engine Oil Filter Bypass B 2 0 (M)May be inoperative provided:

Warning Systems a) It is verified that the malfunction is in the
alerting system, and
b) Main oil screen is checked for the presence
of contaminants before each departure .
NOTE: The pressure differential switch which activates EICAS advisory message L(R) OIL FILTER is
associated with the (PW) main oil filter or (GE) scavenge oil filter.

L OIL FILTER
R OIL FILTER
PLACARD
As appropriate - L or R OIL FILTER BYPASS ALERTING SYSTEM INOP
79-4 20 AUG 2007

BOEING 767 MEL
79. ENGINE OIL


ITEM
79-35-2 N/A
79-35-3 N/A
79-5 25 SEP 2006

BOEING 767 MEL
80. STARTING
80-0.1 20 AUG 2007

BOEING 767 MEL
80. STARTING

ITEM
80-00-1 Engine Start VALVE Lights
1) (-200/-300) C 2 1 (O) One may be inoperative provided associated

valve is verified closed after engine start.
2) N/A

None
PLACARD
Associated start VALVE light on overhead panel - VLV LIGHT INOP
OPERATIONS (O)
Engine Start Procedure
1. Start associated engine first, using pneumatic duct pressure indication to ensure that the start valve has
closed. Use normal start procedures except:
A. Place engine bleed air switch for associated engine in OFF position.
NOTE: All pneumatic duct isolation switches should be ON.
B. When ENG START selector is moved to GND position, observe a drop in duct pressure, followed by
a partial recovery.
C. After engine reaches 50% N2 (PW):

1) Observe that ENG START selector returns to AUTO position.
2) Observe that duct pressure returns to its original level. This verifies start valve closure.
3) After start valve has been closed, restore bleed air system to required configuration.
2. If duct pressure does not return to original level (also indicated by an EICAS L(R) STARTER
CUTOUT message):
A. Accomplish STARTER CUTOUT procedure (see FCOM Non-Normal Checklist). Assume VALVE
A.
light remains illuminated.
CAUTION: MANUAL OPERATION OF THE START VALVE WITHOUT AIR PRESSURE IN START
DUCT MAY DAMAGE VALVE.
B. Shut down associated engine. Dispatch is not allowed. See MEL item 80-00-2 Engine Start Valves.
80-1 20 AUG 2007

BOEING 767 MEL
80. STARTING

ITEM
80-00-2 Engine Start Valves
1) (-200/-300) C 2 1 (M) (O)One may be inoperative provided:

a) Associated start VALVE light operates
normally, and
b) Manual override start procedures are used.
2) N/A

None
PLACARD
Associated start selector (overhead panel) - START VALVE INOP
OPERATIONS (O)
MANUAL OVERRIDE START

Perform normal engine start procedure except:
1. Announce “OPEN START VALVE.” Position the engine start selector to GND.
2. At 50% N2 (PW) announce “CLOSE START VALVE.” Verify that the engine start selector returns to
AUTO, and that (for -200/-300) the start VALVE light on the overhead panel momentarily illuminates,
then extinguishes.
AIR START
If an inflight restart becomes necessary, ensure that airspeed is sufficient for a windmilling start (see FAA
Approved Airplane Flight Manual speed requirements).
80-2 20 AUG 2007

BOEING 767 MEL
80. STARTING

ITEM
80-11-2 Starter Switch C 2 0 (O)May be inoperative provided alternate procedures
Holding/Cutout Systems are established and used.

None
PLACARD
Associated ENG START selector on P5 panel - HOLD and/or AUTO CUTOUT INOP
OPERATIONS (O)
Start the associated engine(s) using normal engine start procedures with the flight crew manually holding and/or
releasing the ENG START selector.
1. Position the ENG START selector to the GND position and hold if required.
2. Position the ENG START selector to the AUTO position at 50% N2 (PW) .
CAUTION: DELAYING ROTATION OF THE ENG START SELECTOR TO THE AUTO POSITION CAN
CAUSE STARTER OVERSPEED AND DAMAGE.
3. Verify that the start VALVE light on the overhead panel momentarily illuminates, then extinguishes.
80-3 20 AUG 2007

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BOEING 767 MEL

MANUAL NAME: BOEING 767 MINIMUM EQUIPMENT LIST

ISSUED TO: _________________

RECEIVED BY: _________________

ISSUED BY: AEROSVIT UKRAINIAN AIRLINES

Document : B767 Minimum Equipment List User : ___________________________

Revision Revision date By Revision Revision date By

LIST OF EFFECTIVE PAGES

Page A 20 AUG 2007

LIST OF EFFECTIVE PAGES

Page B 20 AUG 2007

LIST OF EFFECTIVE PAGES

Page C 20 AUG 2007

LIST OF EFFECTIVE PAGES

73-0.1 20 AUG 2007

74-1 25 SEP 2006

75-0.1 25 SEP 2006

77-0.1 20 AUG 2007

78-0.1 25 SEP 2006

79-0.1 25 SEP 2006

80-0.1 20 AUG 2007

Page D 20 AUG 2007

The highlights of change are:

E. MEL AMENDMENT PROCEDURES – Procedure of MEL amendment was added.

ATA 21 AIR CONDITIONING

21-51-1 Revised MEL REMARKS OR EXCEPTIONS.

21-51-2 Revised MEL REMARKS OR EXCEPTIONS.

21-58-6 Deleted as Not applicable.

Page i 20 AUG 2007

21-61-7 Revised MEL to divide relief into subitems.

22-14-2 Revised NOTE

22-41-1 Revised MMEL Item title to add “(MCDP)”.

Page ii 20 AUG 2007

23-40-1 Revised MEL title to delete parentheses.

23-51-3 Revised MEL REMARKS OR EXCEPTIONS to change “Headsets" to "TSO headset

ATA 24 ELECTRICAL POWER

24-41-1 Revised MEL to delete REMARKS OR EXCEPTIONS in first proviso set.

25-20-1 Revised MEL to introduce NEF List.

Page iv 20 AUG 2007

ATA 26 FIRE PROTECTION

26-11-2 Revised MEL to itemize EICAS Status messages.

ATA 27 FLIGHT CONTROLS

27-21-3 New MEL item.

ATA 29 HYDRAULIC POWER

Page vii 20 AUG 2007

30-32-1 Revised MEL REMARKS OR EXCEPTIONS by adding proviso b) in order to identify

30-41-3 Revised MMEL item title to eliminate capitalization.

ATA 31 indicating/recording systems

ATA 32 Landing Gear

Page viii 20 AUG 2007

32-44-2 Revised MEL to standardize Remarks or Exceptions.

32-44-5 Revised MEL proviso a) to delete the superfluous word “air”.

33-16-1 Revised MEL to add subitem 2) Dim Function.

34-33-1 Revised MEL item title to include Systems (EADI).