Narrative:

The aircraft we flew had four mels on it. The GPWS system was inop; the cargo door springs were weak; the GPS was inop; and the FMS was inop. With these mels the FMS is allowed to be used to the extent it is working; but RNAV1; RNAV2; and Q routes are not authorized. The FMS was however working and we were able to initialize and load the flight plan. We took off with PF in green needles and pm in white as backup; and we flew the entire first leg with VOR backups; cross checking radials and distances. There were no errors on the flight up. We tried having the PF in green needles for the flight but the aircraft continuously rolled from side to side and could not hold the vors. So we used the FMS and backed it up with VOR. On the return flight; we did the same thing and were careful not to accept any clearances from ATC that could not be accomplished with a direct to VOR or off a radial. We were given the arrival and we both saw and discussed we needed GPS or DME/DME/IRU. Well we had the DME and the FMS had been accurate and we thought nothing of it. Somehow we both missed the note for RNAV1 on the chart; which is not allowed with the MEL we have. We should have been more vigilant at inspecting the chart we were assigned. We were constantly checking each other and paying attention to ATC instructions the entire flight; and then we missed this important detail. Part of the problem was the amount of zoom we both had to read the chart on our ipad minis. We had the notes cut off the screen. We need to be more proficient with the [electronic] charts and even though the notes are often times scattered about with no standard placement; we need to be looking for them. This is especially true for irregular operations with mels we do not normally deal with.

Related reports:

Google
 

Original NASA ASRS Text

Title: The Captain of a CRJ200 reported missing the notes on an electronic chart that made the clearance in conflict with the aircraft MEL restrictions.

Narrative: The aircraft we flew had four MELs on it. The GPWS system was inop; the cargo door springs were weak; the GPS was inop; and the FMS was inop. With these MELs the FMS is allowed to be used to the extent it is working; but RNAV1; RNAV2; and Q routes are not authorized. The FMS was however working and we were able to initialize and load the flight plan. We took off with PF in green needles and PM in white as backup; and we flew the entire first leg with VOR backups; cross checking radials and distances. There were no errors on the flight up. We tried having the PF in green needles for the flight but the aircraft continuously rolled from side to side and could not hold the VORs. So we used the FMS and backed it up with VOR. On the return flight; we did the same thing and were careful not to accept any clearances from ATC that could not be accomplished with a direct to VOR or off a radial. We were given the arrival and we both saw and discussed we needed GPS or DME/DME/IRU. Well we had the DME and the FMS had been accurate and we thought nothing of it. Somehow we both missed the note for RNAV1 on the chart; which is not allowed with the MEL we have. We should have been more vigilant at inspecting the chart we were assigned. We were constantly checking each other and paying attention to ATC instructions the entire flight; and then we missed this important detail. Part of the problem was the amount of zoom we both had to read the chart on our Ipad Minis. We had the notes cut off the screen. We need to be more proficient with the [electronic] charts and even though the notes are often times scattered about with no standard placement; we need to be looking for them. This is especially true for irregular operations with MELs we do not normally deal with.

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.