Key Lime Air. EMB120 Series Minimum Equipment List. Key Lime Air Document MEL-EMB120. Director of Operations

Key Lime Air EMB120 Series Minimum Equipment List Key Lime Air Document MEL-EMB120 Director of Operations Key Lime Air Corp. FAA Air Carrier KY7A882H 13252 E. Control Tower Road Englewood, CO 80112 (303) 768-9626

EMB-120 Original 07/19/2010 i Table of Contents ATA System Page -- Table of Contents... i -- MEL Approval... ii -- Log of Revisions/Highlights of Change... iii -- Page Control/List of Effective Pages... iv -- Aircraft Listing... v -- Preamble... vi -- Definitions... vii 21 Air Conditioning... 21-1 22 Auto Flight... 22-1 23 Communications... 23-1 24 Electrical Power... 24-1 25 Equipment/Furnishings... 25-1 26 Fire Protection... 26-1 27 Flight Controls... 27-1 28 Fuel... 28-1 29 Hydraulic Power... 29-1 30 Ice and Rain Protection... 30-1 31 Indicating and Recording Systems... 31-1 32 Landing Gear... 32-1 33 Lights... 33-1 34 Navigation... 34-1 35 Oxygen... 35-1 36 Pneumatic... 36-1 38 Water/Waste... 38-1 46 Information Systems... 46-1 49 Airborne Auxiliary Power... 49-1 52 Doors... 52-1 56 Windows... 56-1 61 Propellers... 61-1 73 Engine Fuel and Control... 73-1 75 Bleed Air... 75-1 76 Engine Controls... 76-1 77 Engine Indicating... 77-1 79 Engine Oil... 79-1 -- Non-Essential Equipment and Furnishings (NEF)... N-1 -- Appendix A (Figures) -- Appendix A Figure 21-1... A-1 -- Appendix A Figure 21-2... A-2 -- Appendix A Figure 21-3... A-3 -- Appendix A Figure 24-1... A-4 -- Appendix A Figure 26-1... A-5 -- Appendix A Figure 26-2... A-6 -- Appendix A Figure 28-1... A-7 -- Appendix A Figure 28-2... A-8 -- Appendix A Figure 28-3... A-9 -- Appendix A Figure 29-1... A-10 -- Appendix A Figure 29-2... A-11 -- Appendix A Figure 31-2... A-12 -- Appendix A Figure 32-1... A-14 -- Appendix A Figure 35-1... A-15 -- Appendix A Figure 36-1... A-16 -- Appendix A Figure 36-2... A-17 -- Appendix A Figure 49-1... A-18 -- Appendix A Figure 52-1... A-19 -- Appendix A Figure 75-1... A-20 -- Appendix A Figure 79-1... A-21

4.J/I Key Lime Air Minimum Equipment List EMB-120 Original 0711912010 L KLA Director of Maintenance Approval MEL Approval Z KLA Director of Operations Approval EMB42O Series,-1 By (Print) Signature Av1tjoi SaL iy Inspector (OP Designation 8Date -,3

EMB-120 Original 07/19/2010 iii Log of Revisions and Highlights of Change MMEL Revision Level MMEL Revision Incorporated 9a MMEL Date 03/24/2008 Revision Date Revised Pages Highlights of Change Filed By Original 07/19/2010 Original Issuance Original Issuance C. Honeycutt

EMB-120 Original 07/19/2010 iv Page Control/List of Effective Pages Subject Page Rev Page Rev Rev Date Subject # # # # Rev Date Table of Contents/MEL Approval i-ii Orig. 07/19/2010 34-1 Orig. 07/19/2010 Log of Revisions/Highlights of Change iii Orig. 07/19/2010 34-2 Orig. 07/19/2010 Page Control/List of Effective Pages iv Orig. 07/19/2010 34-3 Orig. 07/19/2010 Aircraft Listing v Orig. 07/19/2010 34 Navigation 34-4 Orig. 07/19/2010 Preamble vi Orig. 07/19/2010 34-5 Orig. 07/19/2010 Notes and Definitions vii-ix Orig. 07/19/2010 34-6 Orig. 07/19/2010 34-7 Orig. 07/19/2010 21-1 Orig. 07/19/2010 35-1 Orig. 07/19/2010 35 Oxygen 21-2 Orig. 07/19/2010 35-2 Orig. 07/19/2010 21-3 Orig. 07/19/2010 36-1 Orig. 07/19/2010 36 Pneumatic 21-4 Orig. 07/19/2010 36-2 Orig. 07/19/2010 21 Air Conditioning 21-5 Orig. 07/19/2010 38 Water/Waste 38-1 Orig. 07/19/2010 21-6 Orig. 07/19/2010 46 Information Systems 46-1 Orig. 07/19/2010 21-7 Orig. 07/19/2010 49 Airborne Auxiliary Power 49-1 Orig. 07/19/2010 21-8 Orig. 07/19/2010 52-1 Orig. 07/19/2010 52 Doors 21-9 Orig. 07/19/2010 52-2 Orig. 07/19/2010 22 Auto Flight 22-1 Orig. 07/19/2010 56 Windows 56-1 Orig. 07/19/2010 23-1 Orig. 07/19/2010 61 Propellers 61-1 Orig. 07/19/2010 23 Communications 23-2 Orig. 07/19/2010 73-1 Orig. 07/19/2010 73 Engine Fuel and Control 23-3 Orig. 07/19/2010 73-2 Orig. 07/19/2010 24 Electrical Power 24-1 Orig. 07/19/2010 75-1 Orig. 07/19/2010 24-2 Orig. 07/19/2010 75 Bleed Air 75-2 Orig. 07/19/2010 25-1 Orig. 07/19/2010 75-3 Orig. 07/19/2010 25 Equipment/Furnishings 25-2 Orig. 07/19/2010 76 Engine Controls 76-1 Orig. 07/19/2010 25-3 Orig. 07/19/2010 77 Engine Indicating 77-1 Orig. 07/19/2010 25-4 Orig. 07/19/2010 79 Engine Oil 79-1 Orig. 07/19/2010 26-1 Orig. 07/19/2010 NEF See Pg. N-1 26 Fire Protection 26-2 Orig. 07/19/2010 A-1 Orig. 07/19/2010 26-3 Orig. 07/19/2010 A-2 Orig. 07/19/2010 26-4 Orig. 07/19/2010 A-3 Orig. 07/19/2010 27 Flight Controls 27-1 Orig. 07/19/2010 A-4 Orig. 07/19/2010 27-2 Orig. 07/19/2010 A-5 Orig. 07/19/2010 28 Fuel 28-1 Orig. 07/19/2010 A-6 Orig. 07/19/2010 28-2 Orig. 07/19/2010 A-7 Orig. 07/19/2010 29 Hydraulic Power 29-1 Orig. 07/19/2010 A-8 Orig. 07/19/2010 29-2 Orig. 07/19/2010 A-9 Orig. 07/19/2010 30-1 Orig. 07/19/2010 A-10 Orig. 07/19/2010 30-2 Orig. 07/19/2010 Appendix A A-11 Orig. 07/19/2010 30 Ice & Rain Protection 30-3 Orig. 07/19/2010 A-12 Orig. 07/19/2010 30-4 Orig. 07/19/2010 A-13 Orig. 07/19/2010 31 Indicating/Recording Systems 31-1 Orig. 07/19/2010 A-14 Orig. 07/19/2010 31-2 Orig. 07/19/2010 A-15 Orig. 07/19/2010 32 Landing Gear 32-1 Orig. 07/19/2010 A-16 Orig. 07/19/2010 32-2 Orig. 07/19/2010 A-17 Orig. 07/19/2010 33-1 Orig. 07/19/2010 A-18 Orig. 07/19/2010 33 Lights 33-2 Orig. 07/19/2010 A-19 Orig. 07/19/2010 33-3 Orig. 07/19/2010 A-20 Orig. 07/19/2010 NEF Supplement: The NEF supplement contained in this MEL document is intended to supplement the NEF procedures located in KLA s General Maintenance Manual (GMM). The supplement contained herein contains the list of items that KLA has identified as items which may be deferred in accordance with KLA s Non-Essential Equipment and Furnishings Program (See GMM 6-7). Because the NEF list is a company-generated list and the procedures associated with it allow for items to be added ad-hoc, the list is controlled separately from the MEL document and may be revised without causing revision to the MEL document. See GMM 6-7 for further details.

EMB-120 Original 07/19/2010 v Aircraft Listing Registration Number Model Serial Number N366DC EMB-120 120288

EMB-120 Original 07/19/2010 vi Preamble (FAA Policy Letter PL-34 Revision 4, Effective 08/15/1997) The following is applicable for authorized certificate holders operating under Federal Aviation Regulations (FAR) Parts 121, 125, 129, 135: 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 MMEL 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 MMEL 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. Operators are to establish a controlled and sound repair program including the parts, personnel, facilities, procedures, and schedules to ensure timely repair. WHEN USING THE MEL, COMPLIANCE WITH THE STATED INTENT OF THE PREAMBLE, DEFINITIONS, AND THE CONDITIONS AND LIMITATIONS SPECIFIED IN THE MEL IS REQUIRED.

EMB-120 Original 07/19/2010 vii 1. System Definitions. Definitions (FAA Policy Letter PL-25 Revision 14, Effective 08/26/2008) a. Sequence numbers are based on the Air Transport Association (ATA) Specification and items are numbered sequentially in column 1. b. "System Description" (Column 2) means the equipment, system, component, or function listed in the "System Description" column. c. Repair interval categories (A, B, C, and D) are listed in column 3. Repair intervals are described in definition 22. d. "Number Installed" (Column 4) is the number (quantity) of items normally installed in the aircraft. This number represents the aircraft configuration considered in developing this MMEL. Should the number be a variable (e.g., passenger cabin items) a number is not required. e. "Number Required for Dispatch" (Column 5) is the minimum number (quantity) of items required for operation provided the conditions specified in Column 5 are met. NOTE: Where the MMEL shows a variable number required for dispatch, the MEL must reflect the actual number required for dispatch or an alternate means of configuration control approved by the Administrator. f. "Remarks or Exceptions" (Column 6) 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. g. 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/Rotorcraft Flight Manual" (AFM/RFM) is the document required for type certification and approved by the responsible FAA Aircraft Certification Office. The FAA approved AFM/RFM for the specific aircraft is listed on the applicable Type Certificate Data Sheet. 3. "As required by FAR" means that the listed item is subject to certain provisions (restrictive or permissive) expressed in the Federal Aviation Regulations operating rules. The number of items required by the FAR must be operative. When the listed item is not required by FAR it may be inoperative for time specified by repair category. The term 14 CFR may be substituted for FAR in MMELs or operator MELs. 4. Each inoperative item must be placarded to inform and remind the crewmembers and maintenance personnel of the equipment condition. NOTE: To the extent practical, placards should be located adjacent to the control or indicator for the item affected; however, unless otherwise specified, placard wording and location will be determined by the operator. 5. "-" symbol in Column 4 and/or Column 5 indicates a variable number (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. 7. As used in MMELs, "ER" refers to Extended Operations (ETOPS) of an airplane with operational approval to conduct ETOPS in accordance with the applicable regulations. 8. "Federal Aviation Regulations" (FAR) means the applicable portions of the Federal Aviation Act and Federal Aviation Regulations. 9. "Flight Day" means a 24 hour period (from midnight to midnight) either Universal Coordinated Time (UCT) or local time, as established by the operator, 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 (structural) or in the engine(s) (induction). 11. Alphabetical symbol in Column 6 indicates a proviso (condition or limitation) that must be complied with for operation with the listed item inoperative. 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).

EMB-120 Original 07/19/2010 viii 13. "Notes:" in Column 6 provides additional information for crewmember or maintenance consideration. Notes are used to identify applicable material which is intended to assist with compliance, but do not relieve the operator of the responsibility for 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 MMEL). 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. The satisfactory accomplishment of all maintenance procedures, regardless of who performs them, is the responsibility of the operator. Appropriate procedures are required to be published as part of the operator's manual or MEL. 16. "(O)" symbol indicates a requirement for a specific 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. The satisfactory accomplishment of all procedures, regardless of who performs them, is the responsibility of the operator. Appropriate procedures are required to be published as a part of the operator's manual or MEL. NOTE: The (M) and (O) symbols are required in the operator's MEL unless otherwise authorized by the Administrator. 17. "Deactivated" and "Secured" means that the specified component must be put into an acceptable condition for safe flight. An acceptable method of securing or deactivating will be established by the operator. 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, stereo equipment, overhead reading lamps, etc. 22. Repair Intervals: All users of an MEL approved under FAR 121, 125, 129 and 135 must effect repairs of inoperative systems or components, deferred in accordance with the MEL, at or prior to the repair times established by the following letter designators: a. Category A. Items in this category shall be repaired within the time interval specified in the remarks column of the operator's approved MEL. For time intervals specified in "flight days," the day the malfunction was recorded in the aircraft maintenance record/logbook is excluded. For all other time intervals (flights, flight legs, cycles, hours, etc), repair tracking begins at the point when the malfunction is deferred in accordance with the operator's approved MEL. b. 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 aircraft maintenance record/logbook. For example, if it were recorded at 10 a.m. on January 26th, the three day interval would begin at midnight the 26th and end at midnight the 29th. c. 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 aircraft maintenance record/logbook. For example, if it were recorded at 10 a.m. on January 26th, the 10 day interval would begin at midnight the 26th and end at midnight February 5th. d. Category D. Items in this category shall be repaired within one hundred and twenty (120) consecutive calendar days (2880 hours), excluding the day the malfunction was recorded in the aircraft maintenance log and/or record. The letter designators are inserted adjacent to Column 3. An operator who has the authorization to use an MEL also has the authority to approve extensions to the maximum repair interval for category B and C items provided the responsible Flight Standards District Office (FSDO) is notified within 24 hours of the MEL extension. The operator is not authorized to extend A and D items in the MEL. Misuse of the MEL extension authority may result in the operators OpSpecs/Mspecs being amended by removing the authority for the operator to use the MEL extension authority and/or use an MEL. 23. Electronic fault alerting system NOT APPLICABLE TO THIS AIRCRAFT (See FAA Policy Letter PL-25)

EMB-120 Original 07/19/2010 ix 24. "Administrative control item" means an item listed by the operator in the MEL for tracking and informational purposes. It may be added to an operator's MEL by approval of the Principal Operations Inspector provided no relief is granted, or provided conditions and limitations are contained in an approved document (i.e. Structural Repair Manual, airworthiness directive, etc.). If relief other than that granted by an approved document is sought for an administrative control item, a request must be submitted to the Administrator. If the request results in review and approval by the FOEB, the item becomes an MMEL item rather than an administrative control item. 25. "***" symbol in Column 1 indicates an item which is not required by regulation but which may have been installed on some models of aircraft covered by this MMEL. This item may be included on the operator's MEL after the approving office has determined that the item has been installed on one or more of the operator's aircraft. The symbol, however, shall not be carried forward into the operator's MEL. It should be noted that neither this policy nor the use of this symbol provides authority to install or remove an item from an aircraft. 26. "Excess Items" means those items that have been installed that are redundant to the requirements of the FARs. 27. "Day of Discovery" is the calendar day an equipment/instrument malfunction was recorded in the aircraft maintenance log and or record. This day is excluded from the calendar days or flight days specified in the MMEL for the repair of an inoperative item of equipment. This provision is applicable to all MMEL items, i.e., categories "A, B, C, and D." 28. Considered Inoperative, as used in the provisos means that item must be treated for dispatch, taxi and flight purposes as though it were inoperative. The item shall not be used or operated until the original deferred item is repaired. Additional actions include: documenting the item on the dispatch release (if applicable), placarding, and complying with all remarks, exceptions, and related MMEL provisions, including any (M) and (O) procedures and observing the repair category. 29. Is not used in the provisos, remarks or exceptions for an MMEL item may specify that another item relieved in the MMEL is not used. In such cases, crewmembers should not activate, actuate, or otherwise utilize that component or system under normal operations. It is not necessary for the operators to accomplish the (M) procedures associated with the item. However, operational requirements must be complied with, and an additional placard must be affixed, to the extent practical, adjacent to the control or indicator for the item that is not used to inform crewmembers that a component or system is not to be used under normal operations. 30. Nonessential equipment and furnishings (NEF) are those items installed on the aircraft as part of the original type certification, supplemental type certificate, or other form of alteration that have no effect on the safe operation of flight and would not be required by the applicable certification rules or operational rules. They are those items that if inoperative, damaged or missing have no effect on the aircraft s ability to be operated safely under all operational conditions. These nonessential items may be installed in areas including, but not limited to, the passenger compartment, flight deck area, service areas, cargo areas, crew rest areas, lavatories, and galley areas. NEF items are not items already identified in the MEL or CDL of the applicable aircraft. They do not include items that are functionally required to meet the certification rule or for compliance with any operational rule. Operator s NEF process shall not provide for deferral of items within serviceable limits identified in the manufacturer s maintenance manual or operator s approved maintenance program such as wear limits, fuel/hydraulic leak rates, oil consumption, etc. Cosmetic items that are fully serviceable but worn or soiled may be deferred under an operator s NEF process. 31. Aircraft applicability for the fleet MEL is identified in the System Description column within parenthesis (). When all aircraft are applicable it is noted as (All).

EMB-120 Original 07/19/2010 21-1 21 Air Conditioning Sequence # System Description 21-24-1 Gasper Fan C 1 0 May be inoperative. 21-25-1 Recirculation Fans C 2 1 One may be inoperative. OR C 2 0 Both may be inoperative provided associated temperature control is not set to maximum cold position when in MAN mode. 21-27-1 Electronic Bay Ventilation System (Exhaust Fan/Air Shutoff Valves) C 2 1 One exhaust fan or one air shutoff valve may be inoperative provided temperature is below ISA + 27degrees C. OR C 2 1 (O) One exhaust fan or one air shutoff valve may be inoperative at temperatures above ISA + 27degrees C, provided radar and transponder are not turned on more than 10 minutes before takeoff. Flight crew Will: 1. Not turn on radar and transponder earlier than 10 minutes prior to takeoff 21-28-1 Windshield Defog C 1 0 (O) May be inoperative provided windshield heating system operates normally and is used as required for windshield defogging. Flight crew Will: 1. Use the windshield heat as required for windshield defogging. 21-30-1 Outflow Valves 1) Electro Pneumatic C 1 0 (M) May be inoperative provided: a) Valve is secured closed, and b) Manual cabin pressure control system operates normally. REFERENCE FIGURE 21-1 IN APPENDIX A OF THIS MELFORVISUAL AID/DIAGRAM 1. Gain access to electropneumatic outflow valve located in the rear pressure bulkhead (MM 21-31-04). 2. Remove and safety the valve in the closed position as shown in figure 21-1 (Det. A). Use minimum.032 safety wire. 3. Disconnect and plug the open connection, 1 (tube and valve) using metal plug and cap as shown in figure 21-1 (Det. B) 4. Install the valve. Outflow Valves 2) Pneumatic C 1 0 (M) May be inoperative provided: a) Valve is secured closed, and b) Automatic cabin pressure control system operates normally.

EMB-120 Original 07/19/2010 21-2 21 Air Conditioning Sequence # System Description Outflow Valves 3) Electro-Pneumatic and Pneumatic REFERENCE FIGURE 21-1 IN APPENDIX A OF THIS MEL FOR VISUAL AID/DIAGRAM 1. Gain access to pneumatic outflow valve located in the rear pressure bulkhead (MM 21-31-04). 2. Remove and safety the valve in the closed position as shown in figure 21-1 (Det. A). Use minimum.032 safety wire. 3. Disconnect and plug the open connections 5 (tube and valve), 6 (tube and valve) and 7 (tube and valve) using metal plug and cap as shown in Figure 21-1 (Det. B). 4. Install the valve. C 2 0 (M)(O) May be inoperative provided: a) Flight is conducted in an unpressurized configuration, and b) Both valves are secured open. REFERENCE FIGURE 21-1 IN APPENDIX A OF THIS MEL FOR VISUAL AID/DIAGRAM To configure aircraft for unpressurized flight: 1. Remove the outflow valves (MM21-30-03 and 21-30- 04) OR 2. Gain access to the outflow valves (MM 21-31-04). 3. Using both hands, open one of the valves by pressing the poppet and insert the Opening Tool Kit (P/N OS 22975) so as to fit in the valve axle guide. 4. Assure the kit is fitted on the axle in order to avoid valve closing. 5. Repeat the procedure for the remaining outflow valve. Flight crew will operate aircraft in unpressurized configuration 1. Outflow valves OPEN 2. Left and right bleed switches AS REQUIRED 3. Left and right packs AS REQUIRED 4. Ram Air Inlet Switch AS REQURIED 5. Altitude 10000 ft or 12000 ft (up to 30 minutes) 6. Recirculation fans AS REQUIRED 21-31-1 Cabin Pressure Control Systems 1) Automatic C 1 0 (M) May be inoperative provided: a) Manual system operates normally, and b) Electropneumatic outflow valve is secured closed. REFERENCE FIGURE 21-1 IN APPENDIX A OF THIS MEL FOR VISUAL AID/DIAGRAM 1. Gain access to electropneumatic outflow valve located in the rear pressure bulkhead (MM 21-31-04). 2. Remove and safety the valve in the closed position as

EMB-120 Original 07/19/2010 21-3 21 Air Conditioning Sequence # System Description shown in figure 21-1 (Det. A). Use minimum.032 safety wire. 3. Disconnect and plug the open connection, 1 (tube and valve) using metal plug and cap as shown in figure 21-1 (Det. B) 4. Install the valve. 5. Perform a ground run pressurization check to assure the aircraft pressurizes. This check does not require full pressurization, and can be performed using either engine or APU bleed air source. 2) Manual C 1 0 (M)May be inoperative provided: a) Automatic system operates normally, and b) Pneumatic outflow valve is secured closed. REFERENCE FIGURE 21-1 IN APPENDIX A OF THIS MEL FOR VISUAL AID/DIAGRAM 1. Gain access to pneumatic outflow valve located in the rear pressure bulkhead (MM 21-31-04). 2. Remove and safety the valve in the closed position as shown in figure 21-1 (Det. A). Use minimum.032 safety wire. 3. Disconnect and plug the open connections 5 (tube and valve), 6 (tube and valve) and 7 (tube and valve) using metal plug and cap as shown in Figure 21-1 (Det. B). 4. Install the valve. 5. Perform a ground run pressurization check to assure the aircraft pressurizes. This check does not require full pressurization, and can be performed using either engine or APU bleed air source. 3) Automatic and Manual C 2 0 (M)(O) May be inoperative provided: a) Flight is conducted in an unpressurized configuration, and b) Both outflow valves are secured open REFERENCE FIGURE 21-1 IN APPENDIX A OF THIS MEL FOR VISUAL AID/DIAGRAM To configure aircraft for unpressurized flight: 1. Remove the outflow valves (MM21-30-03 and 21-30- 04) OR 2. Gain access to the outflow valves (MM 21-31-04). 3. Using both hands, open one of the valves by pressing the poppet and insert the Opening Tool Kit (P/N OS 22975) so as to fit in the valve axle guide. 4. Assure the kit is fitted on the axle in order to avoid valve closing. 5. Repeat the procedure for the remaining outflow valve. Flight crew will operate aircraft in unpressurized configuration 1. Outflow valves OPEN

EMB-120 Original 07/19/2010 21-4 21 Air Conditioning Sequence # System Description 2. Left and right bleed switches AS REQUIRED 3. Left and right packs AS REQUIRED 4. Ram Air Inlet Switch AS REQURIED 5. Altitude 10000 ft or 12000 ft (up to 30 minutes) 6. Recirculation fans AS REQUIRED 21-31-2 Cabin Altitude Warning System C 1 0 (O) May be inoperative provided: a) Flight remains at or below 10,000 feet MSL. 1. Remain below 10,000 feet MSL OR C 1 0 (M) (O) May be inoperative provided: a) Flight is conducted in an unpressurized configuration, and b) AFM limitations are complied with. To configure aircraft for unpressurized flight: 1. Place cabin mode selector switch in DUMP position 2. Placard mode selector switch REMAIN IN DUMP POSTION Flight crew will operate aircraft in unpressurized configuration 1. Outflow valves OPEN 2. Cabin Mode Selector Switch verify DUMP 3. Left and right bleed switches AS REQUIRED 4. Left and right packs AS REQUIRED 5. Ram Air Inlet Switch AS REQURIED 6. Altitude 10000 ft or 12000 ft (up to 30 minutes) 7. Recirculation fans AS REQUIRED 1) Aural Warning System C 1 0 (M)May be inoperative provided visual warning system operates normally. 1. Verify (VISUAL WARNING SYSTEM) operation per MM 21-30-08. 2) Visual Warning System C 1 0 (M)May be inoperative provided aural warning system operates normally. 1. Verify (AURAL WARNING SYSTEM) operation per MM 21-30-08. 21-31-3 Pressurization Triple Indicator 1) Cabin Differential Pressure Indicator C 1 0 (O) May be inoperative provided: Cabin altitude indicator operates normally, and A chart is provided for the flight crew to convert cabin altitude to differential pressure. Flight crew will Refer to chart (Fig 21-2) in Appendix A of this

EMB-120 Original 07/19/2010 21-5 21 Air Conditioning Sequence # System Description MEL for cabin diff pressure conversion. OR C 1 0 (M)(O) May be inoperative provided: a) Flight is conducted in an unpressurized configuration, and b) AFM limitations are complied with. To configure aircraft for unpressurized flight: 1. Place cabin mode selector switch in DUMP position 2. Placard mode selector switch REMAIN IN DUMP POSTION Flight crew will operate aircraft in unpressurized configuration 1. Outflow valves OPEN 2. Cabin Mode Selector Switch verify DUMP 3. Left and right bleed switches AS REQUIRED 4. Left and right packs AS REQUIRED 5. Ram Air Inlet Switch AS REQURIED 6. Altitude 10000 ft or 12000 ft (up to 30 minutes) 7. Recirculation fans AS REQUIRED 2) Cabin Altitude Indicator C 1 0 (O)May be inoperative provided: a) Cabin differential pressure indicator operates normally, and b) A chart is provided for the flight crew to convert cabin differential pressure to cabin altitude. Flight crew will Refer to chart (Fig 21-2) in Appendix A of this MEL for cabin diff pressure conversion. OR C 1 0 (M)(O) May be inoperative provided: a) Flight is conducted in an unpressurized configuration, and b) AFM limitations are complied with. To configure aircraft for unpressurized flight: 1. Place cabin mode selector switch in DUMP position 2. Placard mode selector switch REMAIN IN DUMP POSTION Flight crew will operate aircraft in unpressurized configuration 1. Outflow valves OPEN 2. Cabin Mode Selector Switch verify DUMP 3. Left and right bleed switches AS REQUIRED 4. Left and right packs AS REQUIRED 5. Ram Air Inlet Switch AS REQURIED 6. Altitude 10000 ft or 12000 ft (up to 30 minutes) 7. Recirculation fans AS REQUIRED

EMB-120 Original 07/19/2010 21-6 21 Air Conditioning Sequence # System Description OR 3) Cabin Rate of Change Indicator C 1 0 May be inoperative provided: a) Automatic pressurization control operates normally, and b) Cabin differential pressure indicator and cabin altitude indicator operate normally. OR C 1 0 (M)(O) May be inoperative provided: a) Flight is conducted in an unpressurized configuration, and b) AFM limitations are complied with. 21-31-4 Cockpit Door Blowout Shear Plates Deleted, MMEL Rev 6. To configure aircraft for unpressurized flight: 1. Place cabin mode selector switch in DUMP position 2. Placard mode selector switch REMAIN IN DUMP POSTION Flight crew will operate aircraft in unpressurized configuration 1. Outflow valves OPEN 2. Cabin Mode Selector Switch verify DUMP 3. Left and right bleed switches AS REQUIRED 4. Left and right packs AS REQUIRED 5. Ram Air Inlet Switch AS REQURIED 6. Altitude 10000 ft or 12000 ft (up to 30 minutes) 7. Recirculation fans AS REQUIRED 21-50-1 Pack Pressure Regulator/Shutoff Valves 1) Shutoff Function C 2 1 (M)(O) One may be inoperative provided: a) Associated engine bleed air shut off valve operates normally, and is verified CLOSE, b) Crossbleed valve operates normally, and is verified closed, c) APU bleed air shutoff valve operates normally and is verified CLOSE, and d) AFM limitations are complied with. 1. Provide pneumatic power to the pressurization system by starting the engine (Ref. M/M36-00-00). 2. Set the respective engine bleed switch to CLOSE and check the bleed CLOSED light illuminated. Flight Crew will: 1. Air conditioning panel controls OFF OR CLOSE 2. APU Bleed CLOSE 3. Check no air flowing through the gasper or air conditioning outlets. Check for correct light indication 4. APU and Engines START 5. Perform the following procedure for both engine bleed valves, APU bleed valve and cross bleed valve a. Associated valve OPEN b. Check for correct light indication and air flowing through any of the air conditioning

EMB-120 Original 07/19/2010 21-7 21 Air Conditioning Sequence # System Description outlets. c. Associated valve CLOSED d. Check for correct light indication and the interruption of airflow Note: When checking crosssbleed valve operation, be sure that at least one bleed valve is open. If the inoperative pack pressure regulator / shutoff valve is the right one, cross bleed valve must be open to check APU bleed valve operation. e. Check all valves using above procedure f. Crosssbleed valve CLOSE g. Bleed associated with inoperative valve CLOSE h. If the failed valve is the loft one, APU valve CLOSE 6. Observe AFM limitations for operation with bleed valve closed. C 2 0 (M)(O) May be inoperative provided: a) Flight is conducted in an unpressurized configuration, b) Engine bleed air shutoff valves operate normally and are verified CLOSE, c) APU bleed air shutoff valve operates normally and is verified CLOSE, and d) AFM limitations are complied with. 1. Provide pneumatic power to the pressurization system by starting the engine (Ref. M/M 36-00-00) 2. Set the engine and APU bleed switches to CLOSE and check the bleed CLOSED lights illuminated. 3. Set Mode Selector Switch to DUMP position and placard switch TO REMAIN IN DUMP POSTION 1. Mode Selector Switch - DUMP 2. Left and right bleed switches CLOSE 3. Left and right packs OFF 4. APU Bleed valve CLOSED 5. Ram Air Inlet switch - OPEN 6. Recirculation fans AS REQUIRED 7. Altitude 10000 ft or 12000 ft (up to 30 minutes). 8. Observe AFM limitations for flight with bleeds closed. 21-50-2 Air Conditioning Packs C 2 1 (O) One may be inoperative provided: a) Flight remains at or below FL 250, and b) Both recirculation fans operate normally. 1. Insure flight remains at or below FL 250. C 2 0 (O)May be inoperative provided: a) Both recirculation fans operate normally, b) Flight is conducted in an unpressurized configuration, and c) AFM limitations are complied with.

EMB-120 Original 07/19/2010 21-8 21 Air Conditioning Sequence # System Description 1. Mode Selector Switch - DUMP 2. Left and right bleed switches CLOSE 3. Left and right packs OFF 4. Ram Air Inlet switch - OPEN 5. Recirculation fans AS REQUIRED 6. Altitude 10000 ft or 12000 ft (up to 30 minutes) 7. Observe AFM limitations for flight with bleeds closed. 21-51-1 Ram Air Valves C 2 1 (M) One may be inoperative secured OPEN provided associated air conditioning pack is considered inoperative and not used. 1. Secure Ram Air Valve OPEN. 2. Remove CANNON PLUG while Ram Air Valve is in OPEN position and stow cannon plug. OR C 2 0 (M)(O) May be inoperative secured OPEN provided. a) Flight is conducted in an unpressurized configuration, and b) Air conditioning packs are considered inoperative and not used. 1. Secure Ram Air Valve OPEN. 2. Remove CANNON PLUG while Ram Air Valve is in OPEN position and stow cannon plug. 1. Mode Selector Switch - DUMP 2. Left and right bleed switches CLOSE 3. Left and right packs OFF 4. Ram Air Inlet switch - OPEN 5. Recirculation fans AS REQUIRED 6. Altitude 10000 ft or 12000 ft (up to 30 minutes) OR C 2 0 (M) May be inoperative CLOSE provided associated air conditioning pack operates normally. 1. Verify Ram Air Valve(s) are closed and verify associated pack is operational. 21-51-2 Ground Cooling Fans C 2 0 May be inoperative provided associated pack(s) is used only in flight. 21-51-3 Ram Air Check Valves (Flap Valves) C 2 0 (M)(O) May be inoperative provided: a) Associated valve(s) is verified to be in the open position before departure, and b) Associated pack is used only in flight. 1. Verify valve is open by visually checking through associated NACA duct.

EMB-120 Original 07/19/2010 21-9 21 Air Conditioning Sequence # System Description 1. Insure the affected pack(s) are only used in flight. 21-60-1 Cockpit and Cabin Automatic Temperature Controls 21-60-2 Cockpit and Cabin Manual Temperature Controls C 2 0 May be inoperative provided associated manual control operates normally. C 2 0 May be inoperative provided associated automatic control operates normally. 21-60-3 Cockpit and Cabin Temperature Indicators C 2 0 May be inoperative.

EMB-120 Original 07/19/2010 22-1 22 Auto Flight Sequence # System Description 22-10-1 Electrical Trim System 1) Autopilot Computer Trim Channels C 2 1 (O)One may be inoperative provided: a) Associated autopilot is not used, and b) Manual pitch trim operates normally. 1. Not use associated autopilot. 2. Use manual Pitch Trim. B 2 0 (O)May be inoperative provided: a) Associated autopilot is not used, and b) Manual pitch trim operates normally. 1. Do not use either autopilot. 2. Use manual pitch trim. 2) Pitch Trim Switches C 2 0 (O) May be inoperative provided manual pitch trim operates normally. 1. Use manual pitch trim. 22-11-1 Autopilot/ Flight Director Systems C 2 1 One may be inoperative provided approach minimums do not require its use. B 2 0 May be inoperative provided approach minimums do not require their use. 22-11-2 Autopilot Disconnect Switches Deleted, MMEL Rev 9. 22-11-3 Yaw Dampers C 2 1 One may be inoperative (and ILS coupled approach flown) provided: a) Inoperative yaw damper remains disengaged, and b) Autopilot associated with operative yaw damper operates normally. B 2 0 (O)May be inoperative provided: a) Yaw damper remains disengaged, and b) Approach minimums do not require their use. 1. Insure both yaw dampers remains disengaged. 2. Approach minimums do not require their use. NOTE: Autopilot will not engage with inoperative yaw dampers.

EMB-120 Original 07/19/2010 23-1 23 Communications Sequence # System Description 23-11-1 Communications Systems (VHF, UHF) - - - VHF Comm 1-1 1 Must be operative. Powered by emergency bus VHF Comm 2 D 1 0 May be inoperative for 1. VFR flights 2. For IFR or extended over water flights if the VHF Comm 3 system is installed and operative. VHF Comm 3 D 1 0 May be inoperative for 1. Day VFR flights 2. For IFR or extended over water flights if the VHF Comm 2 system is installed and operative. 1) Memory and preset display/functions (CTL-22 VHF COM Control Panel) 23-11-2 High Frequency (HF) Communication System - 0 0 Not installed May be inoperative provided active frequency display and active frequency select mode operate normally. 23-21-1 Selective Call System (SELCAL) - 0 0 Not Installed 1) Channels - 0 0 Not Installed 23-22-2 ACARS System - 0 0 Not Installed 1) ACARS Printer - 0 0 Not Installed 23-30-1 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 functions that operate normally may be used. Flight Attendant will: 1. Visually demonstrate safety features in a loud, audible voice; 2. if need be, divide the cabin into sections to be heard. This also applies to unusual incident and/or emergency announcements. C 1 0 (O) May be inoperative provided: a) PA not required by FAR, and b) Alternate, normal, and emergency procedures and/or operating restrictions are established and used. NOTE: Any station function(s) that operate normally may be used. 1. Insure flight is being conducted under FAR 91 rules without persons for hire. OR 2. Insure flight is being conducted as a cargo only flight without persons for hire. a) Lavatory Speakers C - 0 (O) May be inoperative provided: a) Alternate procedures are established and used.

EMB-120 Original 07/19/2010 23-2 23 Communications Sequence # System Description The Flight Attendant will: 1. Assure that all announcements made are repeated at the lavatory door if the lavatory is occupied at the time announcements are made. 2) Cargo Configuration (Courier/Supernumerary Address System) C 1 0 (O) May be inoperative provided alternate, normal and emergency procedures and / or operating restrictions are established and used. The flight crew of an all cargo flight will verbally brief any courier accompanying cargo of all requirements of FAR 135.117. This includes the following: 1. No Smoking 2. Use of Safety belts 3. Placement of seatbacks in upright position prior to takeoff and landing 4. Location and operation of passenger entry door and emergency exits 5. Location of survival equipment 6. Location of flotation equipment 7. Oxygen use. D 1 0 Not required for cargo only operations (No couriers or passengers onboard aircraft) a) Lavatory Speakers D 1 0 Not required for cargo operations. When couriers are accompanying cargo, they must be briefed by flight crew in accordance with the above procedure prior to flight. 23-31-1 Prerecorded Passenger Announcement system - 0 0 Not Installed 23-31-2 Headsets/ Microphones Deleted, MMEL Rev 4. 23-31-3 Flight Deck Speakers C 2 0 May be inoperative provided: a) Procedures do not require their use, and b) Headsets are installed and operate normally. 23-41-1 Crewmember Interphone System(s) 1) Passenger Configuration a) Flight Deck to Ground 2) Cargo Configuration a) Flight Deck to Cabin, Cabin to Flight Deck D 1 0 May be inoperative provided procedures do not require its use D 1 0 May be inoperative provided procedures do not require its use b) Flight Deck to Ground D 1 0 May be inoperative provided procedures do not require its use 23-41-2 Audio Alerting System 1) Passenger Configuration a) Flight Attendant Audio Alerting System B 1 0 Note: Flight deck audio alerting must always be operative (O) May be inoperative provided: a) PA System operates normally, b) If affected audio alerting system is used for lavatory smoke detector alerting, and alternate lavatory smoke alert (audio or visual) is installed and operates normally, and

EMB-120 Original 07/19/2010 23-3 23 Communications Sequence # System Description c) Alternate procedures for contacting flight attendants are established and used. NOTE: Passenger to Attendant Call System is considered a passenger convenience item. NOTE: The Flight Deck chime (Cabin to Cockpit) must always be operative. NOTE: Any audio alerting system function(s) that operates normally may be used. 2) Cargo Configuration a) Courier/Supernumerary Audio Alerting System The Flight Crew will: 1. In the event that the chime is inoperative, the flight crew will inform flight attendant to listen for their verbal alerts over the aircraft PA for items such as Fasten Seatbelts, Prepare for Landing, etc. 2. Flight crew will provide these alerts verbally over the aircraft PA B 1 0 May be inoperative provided a) Courier / supernumerary address system (P/A) operates normally and b) Alternate procedures are established and used D 1 0 Not required for cargo only operations (No couriers or passengers onboard aircraft) 23-50-1 Alternative Push To Talk (PTT) Button (on glareshield panel) C 2 0 May be inoperative provided PTT switch on corresponding yoke operates normally. 23-70-1 Cockpit Voice Recorder (CVR) System A 1 0 May be inoperative provided: a) Flight Data Recorder (FDR) operates normally, and b) Repairs are made within three flight days. 23-80-1 Boom Microphones 1) Cockpit Voice Recorder Equipped To Record Boom Microphone per FAR 121.359(g), 135.151(d), or 125.227(e) 2) Cockpit Voice Recorder Not Equipped To Record Boom Microphone A 2 0 May be inoperative provided: a) Flight Data Recorder (FDR) operates normally, and b) Repairs are made within three flight days. D 0 0 Not applicable

EMB-120 Original 07/19/2010 24-1 24 Electrical Sequence # System Description 24-20-1 Inverter INOP Lights C 2 1 One may be inoperative provided associated inverter operates normally. 24-20-2 AC BUS OFF Lights C 4 3 One may be inoperative provided: a) Associated bus operates normally, and b) All other BUS OFF lights operate normally. 24-30-1 Engine Starter/Generators B 2 1 (O) One generator function may be inoperative provided: a) Associated starter operates normally, b) APU generator operates normally and is used continuously to supply power in parallel with the operating generator, c) At least one auxiliary generator operates normally, and d) Associated generator control switch remains off. 24-30-2 APU Generator C 1 0 May be inoperative. The 1. Use APU generator continuously to supply power in parallel with the operating generator, 2. Assure at least one auxiliary generator operates normally, and 3. Keep associated generator control switch OFF. 24-30-3 Engine Starter/Generator GEN OFF BUS Lights C 2 1 (O) One may be inoperative provided: a) BUS TIE functions operate normally b) CENTRAL BUS OFF light and associated BUS OFF light operate normally, and c) Associated generator volt-meter is monitored. The 1. Verify Bus Tie function operates normally. a. Select PWR SELECT switch to BATT b. Turn off all generators c. Cycle each of the BUS TIE switches and check that the electric system operates accordinglingly. 2. Verify Central Bus Off light and associated BUS OFF light operate normally 3. Associated generator must be monitored on voltmeter throughout flight. 4. If the left generator OFF light is inoperative, verify that the EMERG BUS OFF light operators normally. 24-30-4 APU GEN OFF BUS Light C 1 0 (O) May be inoperative provided: a) CENTRAL BUS OFF light operates normally, and b) APU generator is monitored on the voltammeter when the APU generator is connected to the central bus. The 1. Insure central bus off light works accordingly a. Position PWR SELECT switch to OFF b. Turn both BUS TIE switches off and check CENTRAL BUS OFF light illuminated. c. Return airplane to former condition. 2. Monitor APU generator on the voltammeter when the APU generator is connected to the central bus. 24-30-5 CENTRAL BUS OFF Light C 1 0 May be inoperative provided BUS OFF lights and BAT OFF BUS light operate normally

EMB-120 Original 07/19/2010 24-2 24 Electrical Sequence # System Description 24-31-1 Auxiliary Generators B 2 1 (M)(O) One may be inoperative provided: a) Associated generator control switches remain OFF, and b) Affected generator is either removed or verified for physical integrity and free noiseless movement of rotor shaft. REFERENCE FIGURE 24-1 IN APPENDIX A OF THIS MEL FOR VISUAL AID/DIAGRAM 1. Visually inspect Inop Aux Generators for deterioration and/or internal damage and either remove the affected generator or verify free noiseless movement of the rotor shaft. The 1. AUX GEN switch for associated auxiliary generator must remain off for all operations. B 2 0 (M)(O) May be inoperative provided: a) Associated generator control switches remain OFF, b) APU generator is verified to operate normally before departure, and c) Affected generator is either removed or verified for physical integrity and free noiseless movement of rotor shaft. NOTE: Refer to AFM for APU operation above 16,000 feet. REFERENCE FIGURE 24-1 IN APPENDIX A OF THIS MEL FOR VISUAL AID/DIAGRAM 1. Maintenance will visually inspect Inop Aux Generators for deterioration and/or internal damage and either remove the affected generator or verify free noiseless movement of the rotor shaft. The 1. Verify that APU and APU generator operate normally 2. Inoperative AUX GEN switch(s) must remain off for all operations. 24-31-2 Voltammeters 1) Voltmeter Functions C 2 1 Either the left or right entire voltmeter function only may be inoperative. 24-31-3 Auxiliary Generator GEN OFF BUS Lights C 2 1 One may be inoperative. 24-40-1 External Power System C 1 0 May be inoperative. 24-40-2 GPU Available Light C 1 0 May be inoperative.