Narrative:

The FMS navigation database was on MEL for being out of date. It actually was current when we accepted the aircraft. The FMS status page showed the unit as fully functional and up-to-date. We checked the MEL book and saw we could use the FMS as long as we verified the accuracy of fixes using jepps. Also; we noted that RNAV 1; 2; and Q routes were not accepted while operating under this MEL. The incoming captain told us the MEL would be cleared once we reached phl. During our flight I had to take a moment to put drops in my eyes (I had a dry contact). This required the removal of my headset for a moment. Control of the aircraft was handed off to the first officer while I did this. I don't remember the altitude. During the moment I was off headset ATC asked if we could accept the JIIMS2 RNAV arrival instead of the VCN8 we were on. The first officer took the radio call and asked me if we could accept that. I answered yes; thinking only of needing to check the accuracy of the fixes and forgetting about the restriction of no RNAV arrivals. After a short while I realized my mistake. At this point it didn't seem to make much sense to request a new clearance as the FMS database was actually up-to-date and functioning well.on the plus side this situation greeted a heightened sense of awareness regarding this MEL. Prior to departing phl for our next leg we determined that without an unrestricted RNAV we'd be unable to fly to [destination]. Maintenance and dispatch elected to sign off the unit as having a current database (thus removing the MEL) before we left the gate. To prevent this from happening in the future I believe a good strategy would be for both the first officer and I to discuss the restrictions mels require; in depth; before leaving the gate. This would create the necessary heightened awareness we had lacked.

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Original NASA ASRS Text

Title: CRJ-200 flight crew reported they failed to comply with an MEL restricting the use of the FMS to non-RNAV arrivals.

Narrative: The FMS Navigation database was on MEL for being out of date. It actually was current when we accepted the aircraft. The FMS Status page showed the unit as fully functional and up-to-date. We checked the MEL book and saw we could use the FMS as long as we verified the accuracy of fixes using Jepps. Also; we noted that RNAV 1; 2; and Q routes were not accepted while operating under this MEL. The incoming Captain told us the MEL would be cleared once we reached PHL. During our flight I had to take a moment to put drops in my eyes (I had a dry contact). This required the removal of my headset for a moment. Control of the aircraft was handed off to the FO while I did this. I don't remember the altitude. During the moment I was off headset ATC asked if we could accept the JIIMS2 RNAV arrival instead of the VCN8 we were on. The FO took the radio call and asked me if we could accept that. I answered yes; thinking only of needing to check the accuracy of the fixes and forgetting about the restriction of no RNAV arrivals. After a short while I realized my mistake. At this point it didn't seem to make much sense to request a new clearance as the FMS database was actually up-to-date and functioning well.On the plus side this situation greeted a heightened sense of awareness regarding this MEL. Prior to departing PHL for our next leg we determined that without an unrestricted RNAV we'd be unable to fly to [destination]. Maintenance and Dispatch elected to sign off the unit as having a current database (thus removing the MEL) before we left the gate. To prevent this from happening in the future I believe a good strategy would be for both the FO and I to discuss the restrictions MELs require; in depth; before leaving the gate. This would create the necessary heightened awareness we had lacked.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.