CRJ 100 - 200 MEL Ed 2 Rev 1.1 Signed 2020-12-01

CemAir (Pty) Ltd
MINIMUM EQUIPMENT LIST

Edition: 2
Aircraft Type: CL600-2B19 Revision: 1
Date: 10 November 2020
Hangar 6, ORT International Airport

P O Box 8266
Bonaero Park, 1622
CL600-2B19 MINIMUM EQUIPMENT LIST

Based on
TC MMEL REVISION 20 DATED 10 NOVEMBER 2010
REGISTRATION MARK:
ZS-CMB (7215)
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INTENTIONALLY BLANK
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TABLE OF CONTENTS
Cover …………………………………………………………………………………... 1
Table of Contents …………………………………………………………………….. 3
Log of Revisions ……………………………………………………………………… 4
List of Effective Pages …………………………………………………….…………. 5
Acceptance and Approvals…………………………………………………………... 7
Definitions ……………………………………………………………………….…….. 8
Preamble ………………………………………………………………………………. 11
21 – Airconditioning …………………………………………………….…………….. 13
22 – Auto Flight …………………………………………………….…………………. 35
23 – Communications ………………………………………………….…………….. 39
24 – Electrical Power …………………………………………………….…………… 45
25 – Equipment / Furnishings ………………………………………….……………. 55
26 – Fire Protection …………………………………………………….…………….. 65
27 – Flight Controls …………………………………………….……………………... 73
28 – Fuel ………………………………………………….……………………………. 87
29 – Hydraulic Power ……………………………………….………………………… 99
30 – Ice and Rain Protection ……………………………………….………………... 105
31 – Indicating and Recording System …………………………….……………….. 115
32 – Landing Gear ……………………………………….…………………………… 117
33 – Lights ………………………………………….………………………………….. 125
34 – Navigation …………………………………….………………………………….. 131
35 – Oxygen …………………………….……………………………………………... 139
36 – Pneumatic ………………………….…………………………………………….. 145
38 – Water and Waste ………………………………….…………………………….. 149
45 – Central Maintenace Computer ………………………….……………………... 151
46 – Information System ……………….…………………………………………….. 152
49 – Airborne Auxiliary Power ……….………………………………………………. 153
52 – Doors ………………….………………………………………………………….. 157
73 – Engine Fuel and Control ………………….……………………………………. 161
74 – Ignition ……………………….…………………………………………………… 163
76 – Engine Controls ……………………………….………………………………… 164
77 – Engine indicating ……………………………….……………………………….. 165
78 – Engine Exhaust …………………………….……………………………………. 166
79 – Engine Oil ……………………………………….……………………………….. 167
80 – Starting ……………………………….…………………………………………... 168
Appendix A CATS & CAR Copies ………………………………….………………. 169
Appendix B Non-Essential Equipment ……………………………………………… 199
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Edition: 2
LOG OF REVISIONS
EDITION REVISION DATE PAGE NO. INITIALS

1 Initial Dec 2016 All WFR Liebenberg
2 1 10 Nov 2020 All J Liebenberg
10 December 2020
Siphamandla Bheki Mhlanga

Manager FOD: High Low CapAOC
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Edition: 2
LIST OF EFFECTIVE PAGES
Page Edition Revision Date Page Edition Revision Date

1 2 1 10 Nov 2020 56 2 1 10 Nov 2020
2 2 1 10 Nov 2020 57 2 1 10 Nov 2020
3 2 1 10 Nov 2020 58 2 1 10 Nov 2020
4 2 1 10 Nov 2020 59 2 1 10 Nov 2020
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42 2 1 10 Nov 2020 97 2 10 December
1 2020 10 Nov 2020
43 2 1 10 Nov 2020 98 2 1 10 Nov 2020
44 2 1 10 Nov 2020 99 Siphamandla
2 Bheki 1Mhlanga 10 Nov 2020
45 2 1 10 Nov 2020 100 Manager
2 FOD: High1Low CapAOC
10 Nov 2020
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LIST OF EFFECTIVE PAGES (Cont’d)
Page Edition Revision Date Page Edition Revision Date
111 2 1 10 Nov 2020 165 2 1 10 Nov 2020
112 2 1 10 Nov 2020 166 2 1 10 Nov 2020
113 2 1 10 Nov 2020 167 2 1 10 Nov 2020
114 2 1 10 Nov 2020 168 2 1 10 Nov 2020
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10 December 2020
150 2 1 10 Nov 2020
151 2 1 10 Nov 2020 Siphamandla Bheki Mhlanga
152 2 1 10 Nov 2020 Manager FOD: High Low CapAOC
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ACCEPTANCE AND APPROVALS

Manual amended by: Name : Johan Liebenberg
Designation : RP: Aircraft
Signature :
Date : 10-11-2020
REGULATORY APPROVALS
SACAA Approval Name :
Siphamandla Bheki Mhlanga
Manager FOD: High Low CapAOC
Designation :
Signature :
Date : 10 December 2020
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Edition: 2
DEFINITIONS:
1. SYSTEM DEFINITIONS
System numbers are based on the Air Transport Association (ATA) Specification Number 100
and items are numbered sequentially.
a. “Item” (Column 1) means the equipment, system, component, or function listed in the
“item” column.
b. “Number Installed” (Column 2) is the number (quantity) of items normally installed in the
aircraft.
c. “Number Required for Dispatch” (Column 3) is the minimum number (quantity) of items
required for operation provided the conditions specified in Column 4 are met.
Note: Where the MMEL shows a variable number required for dispatch, this MEL
reflects the actual number required for dispatch or an alternate means of
configuration control approved by the Director of SACAA.
d. “Remarks or Exceptions” (Column 4) 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 Flight Manual approved by the Director of SACAA.
3. Where the MMEL states “as required by FAR” the requirements of the South African
Regulations have been inserted.
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. “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.
6. “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.
7. “Flight Day” means a 24 hour period (from midnight to midnight) either Universal Co-ordinated
Time (UCT) or local time, as established by the operator, during which at least one flight is
initiated for the affected aircraft.
8. “Icing Conditions” means an atmospheric environment that may cause ice to form on the aircraft,
or in the engine(s).
9. Alphabetical symbol in column 4 indicates a provision (condition or limitation) that must be

complied with for operation with the listed item inoperative.
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10. “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).
11. “Notes” in column 4 provides additional information for the 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.
12. 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 authorised per the
MMEL).
13. “(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
authorised to perform certain functions. Procedures requiring specialised 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.
14. “(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 the
flight crew accomplishes these procedures. However; other personnel may be qualified and
authorised 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
authorised by the Director of SACAA.
15. “Deactivated” and “Secured” means that the specified component must be put into an
acceptable condition for safe flight. The operator will establish an acceptable method of
securing and deactivating.
16. “Visual Flight Rules” (VFR) is as defined in CAR Part 91. This precludes a pilot from filing an
Instrument Flight Rules (IFR) flight plan.
17. “Visual Meteorological Conditions” (VMC) means the atmospheric environment is such that
would allow a flight to proceeded under visual flight rules applicable to the flight. This does not
preclude operating under Instrument Flight Rules.
18. “Visible Moisture” means an atmospheric environment containing water in any form that can be
seen in natural or artificial light; for example; clouds, rain, fog, sleet, hail or snow.
19. “Passenger Convenience Items” means those items related to passenger convenience,
comfort or entertainment such as, but not limited to, galley equipment, movie equipment,
ashtrays, stereo equipment, overhead reading lamps, etc.
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20. Repair intervals: All users of an MEL approved under CAR121, 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:
Category A Items in this category shall be repaired within the time interval specified in the
remarks column of the operator’s approved MEL.
Category B Items in this category shall be repaired within three (3) consecutive days (72
hours), excluding the day the malfunction was recorded in the aircraft
maintenance record/logbook. For example, if it were recorded at 10 am on
January 26th, the three-day interval would begin at midnight the 26th and end at
midnight the 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 aircraft
maintenance record/logbook. For example, if it were recorded at January 26th the
10-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 the malfunction was
recorded in the aircraft maintenance record/logbook.
The letter designators are inserted adjacent to column 2.
21. “Excess Items” means those items that have been installed that are redundant to the
requirements of the CAR’s.
22. “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 MEL for the repair of an inoperative item of equipment. This
provision is applicable to all MEL items, i.e., categories “A, B, C and D.”
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PREAMBLE
The following is applicable for authorised certificate holders operating under Civil Aviation
Regulations (CAR) Part 121. The CAA requires 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) was developed by TRANSPORT
CANADA, with participation by the aviation industry, to improve aircraft utilisation and thereby
provide more convenient and economic air transportation for the public. The TRANSPORT
CANADA approved MMEL includes those items of equipment related to airworthiness and
operating regulations and other items of equipment which the Director of SACAA finds may
be inoperative and yet maintain an acceptable level of safety by approved conditions and
limitations; it does not contain obviously required items such as wings, flaps, rudders. The
MMEL is the basis for development of individual operator MEL’s, which take into
consideration the operator’s particular aircraft equipment configuration and operational
conditions. The operator’s MEL, for administrative control, may include items not contained
in the MMEL; however, relief for administrative control items must be approved by the
Director of SACAA. An operator’s MEL may differ in format from the MMEL, but cannot be
less restrictive that the MMEL. The individual operator’s MEL, when approved and
authorised, permits operation of the aircraft with inoperative equipment.
Equipment not required by the operation being conducted and equipment in excess of CAR
requirements is 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 established 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 Flight Folio/Tech Log as prescribed by CAR. The item is then either repaired
or may be deferred per the MEL or other approved means acceptable to the Director of
SACAA prior to further operations. 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.
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When these requirements are met, the inoperative items are deferred in the Deferred Defect
Log, and the aircraft is released in the Flight Folio, or other approved documentation is issued
as prescribed by CAR. Such documentation is required prior to operation with any item of
equipment inoperative.
Operators are responsible for exercising the necessary operation 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.
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Sequence & System 1. Relief Category

Numbers 2. Number Installed
3. Number Required for Dispatch
4. Remarks or Exceptions
21 – AIR CONDITIONING
21-23-01 FWD Galley Exhaust Fan C 1 0 (M) May be inoperative provided:
a) Fan is deactivated; and
b) AFT Exhaust Fan is considered inoperative.
PLACARD
Put a FWD (GALLEY) AND AFT (LAVATORY) EXHAUST FAN INOPERATIVE placard on the flight
attendant control panel.
MAINTENANCE PROCEDURES:
Open and secure the Exhaust Fan circuit breaker.
CBP# CB# NAME

21-23-02 AFT lavatory Exhaust C 1 0 (M) May be inoperative provided:
Fan a) Fan is deactivated; and
b) FWD Exhaust Fan is considered
inoperative.
PLACARD
Put a FWD (GALLEY) AND AFT (LAVATORY) EXHAUST FAN INOPERATIVE placard on the flight
attendant control panel.
Open and secure the Exhaust Fan circuit breaker.
CBP# CB# NAME

2 C5 GALLEY FAN
NOTE: When the deactivation procedure is completed, the ARINC COOL caution message will show on
the EICAS primary page.
21-24-01 ARINC Avionics Supply C 2 1 (M) One may be inoperative provided:

Cooling Fans a) Avionics Cooling Exhaust Fan is verified
operative; and
b) One Air Conditioner Pack is verified
operative.
NOTE: Utilization of equipment in the avionics bay

without air conditioning and fans should be
avoided during ground operation.
PLACARD
Put an ARINC SUPPLY FAN INOPERATIVE placard on the AVIONICS COOLING panel.
(1) Energize the aircraft electrical power systems.

(2) Deactivate the inoperative ARINC supply fan as follows:
NOTE: It can take approximately 10 seconds for the EICAS indications to change.
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(a) Open and collar the circuit breaker for the inoperative ARINC supply fan that follows:
-Continued-
CBP# CB# NAME
3 C12 ARINC GND ALTN (Fan 1)
2 D2 ARINC FLT ALTN (Fan 2)
(b) On the AVIONICS COOLING panel, put the ARINC rotary switch to the position of the inoperative
fan (GND ALTN or FLT ALTN).
(c) On the EICAS primary display, make sure that the ARINC COOL caution message is shown.
(3) On the AVIONICS COOLING panel, put the ARINC rotary switch to the operative fan (GND ALTN or
FLT ALTN).
(4) On the EICAS primary display, make sure that the ARINC COOL caution message is not shown.
(5) On the EICAS secondary display, make sure that the COOL EXHAUST FAIL status message is not
shown.
(6) Make sure that one air conditioning pack is operative as follows:
WARNING: DO NOT OPERATE THE AIR-CONDITIONING PACK(S) WITH THE AIRCRAFT DOORS
CLOSED. THE AIRCRAFT CAN BECOME PRESSURIZED. IF THE AIRCRAFT
PRESSURIZES INADVERTENTLY, INJURIES TO PERSONNEL AND/OR DAMAGE TO
EQUIPMENT CAN OCCUR.
(a) Make sure that the passenger door or the service door is open.
(b) Pressurize the 10TH stage bleed air system.
(c) On the AIR-CONDITIONING control panel, press in the L (or R) PACK switch/light.
(d) Check for the indications that follow:
1 On the L (or R) PACK switch/light, make sure that the OFF light is not on.
2 On the EICAS secondary display make sure that the L (or R) PACK OFF status message is not
shown.
3 On the EICAS control panel push the ECS discrete button. On the EICAS secondary display,
make sure that the pack pressures, temperatures and the system symbol indications are normal.
4 On the EICAS primary display make sure that the L (or R) PACK HI PRESS and the L (or R)
PACK HI TEMP caution messages are not shown.
(e) On the AIR-CONDITIONING control panel, press out the L (or R) PACK switch/light.
(f) Check for the indications that follow:
1 On the L (or R) PACK switch/light, make sure that the OFF light is on.
2 On the EICAS secondary display make sure that the L (or R) PACKOFF status message is
shown.
(g) De-pressurize the 10TH stage bleed air system.
(7) Remove electrical power from the aircraft.
NOTE: In-flight failure of the remaining ARINC supply fan (as indicated by the ARINC caution message),
requires no flight crew action.
21-24-02 Display Cooling Fans C 3 2 (M) One may be inoperative provided remaining
Display Cooling Fans are verified operative.
PLACARD
Put a DISPLAY COOLING FAN 1 INOPERATIVE or DISPLAY COOLING FAN 2 INOPERATIVE or

DISPLAY COOLING STBY FAN INOPERATIVE placard on the AVIONICS COOLING panel.

(2) Deactivate the inoperative display cooling fan as follows:
-Continued-
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(a) Open and collar the circuit breaker for the inoperative supply fan that follows:
CBP# CB# NAME
3 C9 DISPLAY FAN 1
1 D2 DISPLAY FAN 2
3 C6 DISPLAY FAN STBY
(b) On the AVIONICS COOLING panel, put the DSPLY FAN rotary switch to the position of the
inoperative fan (GND ALTN or FLT ALTN or STDBY).
(c) On the EICAS primary display, make sure that the DISPLAY COOL caution message is shown.
(3) Make sure that the remaining display cooling fans are operative as follows:
(a) On the AVIONICS COOLING panel, put the DSPLY FAN rotary switch to the position of an operative
fan (GND ALTN or FLT ALTN or STDBY).
(b) On the EICAS primary display, make sure that the DISPLAY COOL caution message is not shown.
(c) On the AVIONICS COOLING panel, put the DSPLY FAN rotary switch to the position of the other
operative fan (GND ALTN or FLT ALTN or STDBY).
(d) On the EICAS primary display, make sure that the DISPLAY COOL caution message is not shown.
(e) On the AVIONICS COOLING panel, make sure that the DSPLY FAN rotary switch remains selected
to an operative fan for flight.
21-24-03 Avionics Cooling Exhaust C 1 0 (M) May be inoperative provided:

Fan a) Both ARINC Supply Fans are verified
operative;
b) Two Display Cooling Fans are verified
operative; and
c) Both Air Conditioning Packs are verified
operative.
NOTE: Utilization of equipment in the avionics bay

without air conditioning and fans should be
avoided during ground operation.
PLACARD
Put an EXHAUST FAN (AVIONICS COOLING) INOPERATIVE placard on the AVIONICS COOLING panel.

(2) Deactivate the exhaust fan as follows:
(a) Open and collar the circuit breaker that follows:
CBP# CB# NAME
1 C5 EXHAUST FAN
(b) On the EICAS secondary display, make sure the COOL EXHAUST FAIL status message is
displayed.
(3) Make sure that the ARINC supply fans are operative as follows:
(a) On the AVIONICS COOLING panel, put the ARINC rotary switch to the GND ALTN position.
(b) On the EICAS primary display, make sure that the ARINC COOL caution message is not shown.
(c) On the AVIONICS COOLING panel, put the ARINC rotary switch to the FLT ALTN position.
(d) On the EICAS primary display, make sure that the ARINC COOL caution message is not shown.
(e) On the AVIONICS COOLING panel, put the ARINC rotary switch to the NORM position.
(4) Make sure that two of the three display unit supply fans are operative as follows:
-Continued-
(a) On the AVIONICS COOLING panel, put the DSPLY FAN rotary switch to the position of an operative
fan (GND ALTN or FLT ALTN or STDBY).
(b) On the EICAS primary display, make sure that the DISPLAY COOL caution message is not shown.
(c) On the AVIONICS COOLING panel, put the DSPLY FAN rotary switch to the position of another
operative fan (GND ALTN or FLT ALTN or STDBY).
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(d) On the EICAS primary display, make sure that the DISPLAY COOL caution message is not shown.
(e) On the AVIONICS COOLING panel, put the DSPLY FAN rotary switch to the NORM position
(dispatch with three fans operative) or to an operative fan (dispatch with two fans operative).
(5) Make sure that both of the air conditioning packs are operative as follows:
NOTE: This check can be done to one pack at a time.
(c) On the AIR-CONDITIONING control panel, press in the L (R) PACK switch/light.
1 On the L (R) PACK switch/light, make sure that the OFF light is not on.
2 On the EICAS secondary display make sure that the L (R) PACK OFF status message is not
shown.
3 On the EICAS control panel push the ECS discrete button. On the EICAS secondary display, make
sure that the pack pressures, temperatures and the system symbol indications are normal.
4 On the EICAS primary display make sure that the L (R) PACK HI PRESS and the L (R) PACK HI
TEMP caution messages are not shown.
(e) On the AIR-CONDITIONING control panel, press out the L (R) PACK switch/light.
(f) Check for the indications that follow:
1 On the L (R) PACK switch/light, make sure that the OFF light is on.
2 On the EICAS secondary display make sure that the L (R) PACK OFF status message is shown.
(g) Do the air conditioning pack operation check to the other pack.
(h) De-pressurize the 10TH stage bleed air system.
21-24-04 Display Units Cooling Air C 1 0 (M) May be inoperative provided SOV is deactivated
SOV and secured OPEN.
PLACARD
Put a DISPLAY UNITS COOLING AIR SOV INOPERATIVE placard on the AVIONICS COOLING panel.
Do the procedure for deactivation of the cockpit display cooling-shutoff-valve (refer to the AMM TASK 21-24-
00-040-802).
-END-
16
CemAir (Pty) Ltd
Edition: 2
21-24-05 Inboard Exhaust SOV C 1 0 (M) May be inoperative provided SOV is deactivated
and secured OPEN.
PLACARD
Put an INBOARD EXHAUST SOV INOPERATIVE placard on the AVIONICS COOLING panel.
Do the procedure for deactivation of the inboard exhaust SOV (refer to the AMM TASK 21-24-00-040-808).
NOTE: When the deactivation procedure is completed and the passenger door is closed, the INBD COOL
FAIL status message will come into view continuously on the EICAS secondary page.
21-24-06 Overboard Exhaust SOV C 1 0 (M)(O) May be inoperative OPEN provided:

(Avionics Cooling) a) SOV is secured OPEN;
b) Operations are conducted unpressurized at
or below 10,000 feet MSL; and
c) Extended overwater operations are
prohibited.
PLACARD
Put an OVERBOARD EXHAUST SOV INOPERATIVE placard on the AVIONICS COOLING panel.
For an inoperative overboard exhaust SOV in the OPEN position, do as follows:

Do the procedure for deactivation of the overboard exhaust SOV (refer to the AMM TASK 21-24-00-
040-806).
NOTE: When the deactivation procedure is completed and the passenger door is closed, the OVBD
COOL caution message will show continuously on the EICAS primary page.
OPERATIONAL PROCEDURES:
For unpressurized flight procedures, Not Using Packs, do the following:
1. EMER DEPRESS switch/light: Press in to depressurize the aircraft.

2. AIR-CONDITIONING, L and R PACK switch/light: Press out. Verify L and R PACK OFF switch/lights
illuminate and L and R PACK OFF status message displayed.
3. Airplane altitude: 10,000 feet maximum or lowest safe altitude.
4. AIR-CONDITIONING RAM-AIR switch/light: Press in. Verify RAM AIR OPEN switch/light illuminated
and RAM AIR OPEN status message displayed.
5. Airspeed: 250 KIAS (min) recommended during cruise to provide sufficient airflow to passengers
within cabin.
6. Center Pedestal DSPLY FAN selector: Select to STBY.
For unpressurized flight procedures, Using Packs, do the following:

2. AIR-CONDITIONING, L and R PACK switch/light: Press in. Verify L and R PACK OFF status
messages are not displayed.
NOTE: Limited cabin air-conditioning capability is available from an operable air conditioning pack(s)
during unpressurized flight.
4. AIR-CONDITIONING RAM-AIR switch/light: Press out. Verify RAM AIR OPEN status message is not
displayed.
5. Center Pedestal, DSPLY FAN selector: Select STBY.
17
CemAir (Pty) Ltd
Edition: 2
21-24-06 Overboard Exhaust SOV C 1 0 (M) May be inoperative CLOSED provided:
(Avionics Cooling) a) SOV is secured CLOSED;
With SB 601R-52-001 b) Inboard exhaust SOV is secured OPEN;
(Enlarged Vent Flap) c) Both Air Conditioning Packs are operative;
d) Service door locking mechanism is verified
operative;
e) Service door is CLOSED, LATCHED and
LOCKED; and
f) Passenger Door and Service Door Indication
Systems are operative.
For an inoperative overboard exhaust SOV in the CLOSED position, do as follows:

(a) Do the procedure for deactivation of the overboard exhaust SOV (refer to the AMM TASK 21-24-00-040-
806).
(b) Do the procedure for deactivation of the inboard exhaust SOV (refer to the AMM TASK 21-24-00-040-
808).
(c) Do the operational test of the service door latch mechanism (refer to the AMM TASK 52-41-02-710-801).
NOTE: When the deactivation procedure is completed and the passenger door is closed, the OVBD
COOL caution message will show continuously on the EICAS primary page and the INBD
COOL FAIL status message will show continuously on the EICAS Secondary page.
21-31-01 Automatic Cabin C 2 1 One may be inoperative provided Cabin Pressure

Pressurization Controllers Acquisition Module (CPAM) of Cabin Pressure
Monitoring Sub-system is operative.
C 2 0 (O) May be inoperative provided:

a) Cabin Pressure Acquisition Module (CPAM)
of Cabin Pressure Monitoring Sub-system is
operative;
or below 10,000 feet MSL; and
c) Take-offs and landings must not be
conducted on runways that may lead to
imminent ditching
PLACARD
Put an AUTOMATIC PRESSURE CONTROLLER(S) INOPERATIVE placard (as applicable) on the CABIN
PRESS control panel.
For unpressurized Flight procedures, Not Using Packs, do the following:

1. EMER DEPRESS switch/light; Press in to depressurize the aircraft.
illuminate and L and R PACK OFF status messages are displayed.
3. Airplane altitude; 10,000 feet maximum, or lowest safe altitude.
4. AIR-CONDITIONING RAM-AIR switch/light: Press in. Verify RAM AIR OPEN switch/light is illuminated
and RAM AIR OPEN status message is displayed.
5. Airspeed: 250 KIAS (min) recommended during cruise to provide sufficient airflow to passengers within
cabin.
18
CemAir (Pty) Ltd
Edition: 2
-Continued-
2. AIR-CONDITIONING, L and R PACK switch/light: Press in. Verify L and R PACK OFF status messages
are not displayed.

displayed.
21-31-02 EMER DEPRESS Switch C 1 0 May be inoperative or missing provided:

Guard a) Both Air Conditioning Packs are operative;
and
b) Operations are conducted at or below FL
250.
C 1 0 (O) May be inoperative or missing provided

operations are conducted unpressurized at or below
10,000 feet MSL.
PLACARD
Put an EMER DEPRESS Switch/guard INOPERATIVE placard on the CABIN PRESS control panel.
For the unpressurized flight procedure with one or two PACKs operative, do as follows:
Do the Airplane Flight Manual (AFM) ABNORMAL PROCEDURES Air-Conditioning, Bleed and
pressurization, PRESSURIZATION SYSTEM, Unpressurized Flight Procedure (Packs ON) (CSP A-012)
For the unpressurized flight procedure with the two PACKs inoperative, do as follows:
Do the Airplane Flight Manual (AFM) ABNORMAL PROCEDURES Air-Conditioning, Bleed and
Pressurization, PRESSURIZATION
21-32-01 Outflow Valves C 2 0 (M)(O) Both may be inoperative provided:
a) Affected valve(s) is secured OPEN;
b) Overboard Exhaust SOV (Avionics Cooling)
is secured OPEN;
c) Operations are conducted unpressurized at
or below 10,000 feet MSL;
d) Extended overwater operations are
prohibited; and
e) Take-offs and landings must not be
conducted on runways that may lead to
imminent ditching.
PLACARD
Put a CABIN PRESSURE OUTFLOW VALVE(S) INOPERATIVE placard on the CABIN

Apply AC electrical power to the aircraft.

On the CABIN Press control panel, push the PRESS CONTROL switch/light and ensure that the MAN light
illuminates.
Through the aft equipment compartment access door, slowly and carefully push the outflow valve poppet of
-Continued-
the outflow valve to the open position.
On each valve, install a 9.25 inch tubing, 3/8 in ID 5/8 OD, across the opening of the valve, between the
poppet and the valve base. A slight bend in the tubing may be required to install.
19
CemAir (Pty) Ltd
Edition: 2
Release to poppet and ensure that the tubing stays in place.
Open and secure the following circuit breakers:
CBP# CB# NAME

4 A8 CABIN PRESS CONT
4 A9 CABIN PRESS CONT 2
On CBP-1 open and secure circuit breaker L4, (OVERBOARD SOV).

Gain access to the Overboard Exhaust SOV and secure the manual control lever is OPEN.
Lever is in the full clockwise position.
Safety wire the control lever in the OPEN position.
For unpressurized Flight procedures, Not Using Packs, do the following:

1. EMER DEPRESS switch/light; Press in to depressurize the aircraft.
illuminate and L and R PACK OFF status messages are displayed.
3. Airplane altitude; 10,000 feet maximum, or lowest safe altitude.
4. AIR-CONDITIONING RAM-AIR switch/light: Press in. Verify RAM AIR OPEN switch/light is illuminated
and RAM AIR OPEN status message is displayed.
5. Airspeed: 250 KIAS (min) recommended during cruise to provide sufficient airflow to passengers within
cabin.

2. AIR-CONDITIONING, L and R PACK switch/light: Press in. Verify L and R PACK OFF status messages
are not displayed.
displayed.
21-33-01 Cabin Pressure C 1 0 (M) May be inoperative provided:

Monitoring a) Both Automatic Cabin Pressurization
Sub-system Controllers are operative; and
Cabin Pressure b) Operations are conducted at or below FL
Acquisition Module 300.
(CPAM)
PLACARD
Put a CABIN PRESSURE ACQUISITION MODULE INOPERATIVE placard on the CABIN

CPAM deactivation procedure:
-Continued-
1. Apply AC electrical power to the aircraft.
2. Open and secure circuit breaker:
CBP# CB# NAME
2 P6 CABIN PRESS MOD
3. Verify CPAM FAIL message appears on SECONDARY EICAS display.
20
CemAir (Pty) Ltd
Edition: 2
21-40-01 Galley Heating C 1 0 (M) May be inoperative provided system is
deactivated.
1) Fan C 1 0 May be inoperative provided:

a) Galley heating fan switch is selected OFF;
and
b) Galley heating #1 switch is selected OFF.
2) Heater #1 C 1 0 May be inoperative provided galley heating #1 switch

is selected OFF.
3) Heater #2 C 1 0 May be inoperative provided galley heating #2 switch

is selected OFF.
PLACARD
Put a GALLEY HEATING SYSTEM INOPERATIVE placard on the MISCELLANEOUS SERVICE panel at
the forward wardrobe.
Open and collar circuit breaker:

CBP# CB# NAME
2 B11 GALLEY HTRS
21-50-01 Ground Air Conditioning B 1 0 (M) May be inoperative or missing provided:
Connector Cover a) Connector check valve is verified CLOSED;
250; and
c) Extended overwater operations are
prohibited.
PLACARD
Put a GROUND AIR CONDITIONING CONNECTOR COVER INOPERATIVE placard on the AIR-
CONDITIONING control panel and on the GROUND AIR CONDITIONING CONNECTOR COVER.
Open Ground Air supply access door and visually verify that the check valve is CLOSED.
21
CemAir (Pty) Ltd
Edition: 2
21-51-01 Air Conditioning Packs C 2 1 (O) RH pack may be inoperative provided:
a) RH pack is selected OFF;
250; and
c) Ram Air SOV is verified operative.
C 2 1 (O) LH pack may be inoperative provided:

a) LH pack is selected OFF;
250; and
c) Ram Air SOV is either verified operative or
deactivated OPEN.
PLACARD
For one PACK inoperative put a L (R) AIR CONDITIONING PACK INOPERATIVE placard on the AIR-
CONDITIONING control panel.
While on the ground with the APU supplying the bleed air, the pack operates normally except that pack
pressure is automatically increased to 41 PSI during single pack operation. Many times after takeoff, when
the bleeds are transferred to the engines, a PACK HI PRESS message appears. This causes the pack valve,
ISOL valve and 10TH stage bleed valve to automatically close. This is due to an overpressure in the bleed air
supply.
When operating with a deferred pack, perform the takeoff with the APU supplying the bleed air. During the
“After Takeoff Check” flow, transfer the pack to the engine bleeds as follows:
1. Select the operative PACK off (pressed out).

2. Select the 10TH BLEED switch/light open (pressed in).
3. Select the ISOL switch/light closed (pressed out).
4. Select the L 10TH BLEED switch/light open (pressed in).
5. Select the APU LCV closed (pressed out).
6. Select the operative PACK switch/light on.
When the pack is selected off, the cabin will begin to climb at a rate between 1000 and 1500 feet per minute.
Flight crews can limit the amount of discomfort to the passengers by doing the above procedure promptly.
The time to review this procedure is at the gate – not when attempting to perform it the first time after takeoff.
The pack(s) should normally be supplied from the engine bleeds while enroute. All climb and cruise thrust
settings are based on the engine bleeds supplying the packs. If something prevents you from supplying the
pack(s) with engine bleed air, the climb and cruise thrust values are acceptable and can be used.
Another possibility is to dispatch with a deferred pack and APU. In this case, perform the takeoff with the
engines supplying the operative pack when performing data allows. If runway or climb performance does not
allow this, takeoff unpressurized and select the bleed switches back on in the order listed above.
Occasionally the PACK HI PRESS message will appear while taking off in this configuration. This can be
avoided by smoothly increasing power around 70% N, while holding the brakes. Release the brakes and
smoothly complete setting the power. Make sure power is set by 60 KIAS. If the PACK HI PRESS does
appear, it is acceptable to continue the takeoff. The pack can be reset with the procedure listed above. As
always, the decision to reject a takeoff rest with the Captain.
22
CemAir (Pty) Ltd
Edition: 2
21-51-01 Air Conditioning Packs C 2 0 (M)(O) Both may be inoperative provided:
(continued) a) Both packs are selected OFF;
c) Ram Air SOV is either verified operative or
deactivated OPEN;
d) EMER DEPRESS switch is selected ON;
e) Overboard Exhaust SOV (Avionics Cooling)
is secured OPEN; and
f) Extended overwater operations are
prohibited.
NOTE: Ground operations should be limited at

ambient temperatures greater than 30
degrees Celsius, to prolong service life of
avionics components.
PLACARD
For the two PACKs inoperative put a BOTH AIR CONDITIONING PACKS INOPERATIVE placard on the
AIR-CONDITIONING control panel.
On the cabin pressurization control panel, push the EMER DEPRESS switch/light in and ensure that the
EMER DEPRESS switch/light illuminates.
Through the aft equipment compartment door (311BB), slowly and carefully push the outflow valve poppets
to the open position.
On each valve, install a 9.25 inch piece of tubing, 3/8 ID and 5/8 OD, across the opening of the valve, between
the poppet and the valve base. A slight bend in the tubing may be required to install. Release the poppet
and ensue that the hose stays in place.
For an inop ram air SOV on the EICAS secondary display, ensure the RAM AIR OPEN message is
illuminated.
Open and collar the following circuit breakers:
CBP# CB# NAME

2 P5 R AIR SOV
1 L4 OVERBOARD SOV
Gain access to the overboard Exhaust SOV and ensure manual control lever is OPEN and the lever is in
the full clockwise position. Safety wire the control lever in the OPEN position.
With both packs inoperative, perform the un-pressurized flight procedure as follows:
23
CemAir (Pty) Ltd
Edition: 2
-Continued-
Before Takeoff:
1. AIR CONDITIONING L & R PACK Press Out L&R PACK OFF lights on, and L&R
switch/lights PACK OFF status message on.
2. CABIN PRESS EMER DEPRESS Press In EMERG DEPR light on, and EMERG
switch/light DEPR caution message on.
3. AIR CONDITIONING, RAM-AIR Press In RAM AIR OPEN light on, and RAM
switch/light AIR OPEN message on.
NOTE 1: If the ram air SOV has been de-activated open, it is not necessary to use the RAM-AIR
switch.
After Takeoff:
4. Center pedestal DISPLAY FAN Select to STBY.
selector
5. Airplane Altitude 10,000 feet max.
6. Airspeed Not less than 250 KIAS recommended during cruise
to provide sufficient Airflow to passengers within the
cabin.
NOTE 2: With both packs inoperative, no cabin or cockpit heat is available.
21-51-03 Air Conditioning Pack C 2 0 Both may be inoperative.

“FAULT/OFF” Switch
Lights
(light function only
PLACARD
Put a “FAULT” and/or “OFF” LIGHT INOPERATIVE placard (as applicable) on the L and/or R PACK
Switch/Light(s) (as applicable), located on the AIR-CONDITIONING control panel.
21-51-05 Pack Supply Pressure C 2 0 (O) Both may be inoperative.

Indication
NOTE: Pack Supply Pressure Readout on the
EICAS ECS Synoptic Page will be
replaced by amber dashes and the pack
flowline will be black with white outlines.
PLACARD
Put a “PACK SUPPLY PRESSURE INDICATION INOPERATIVE” placard below the secondary EICAS
display unit.
If the affected pack causes a presentation of an L or R PACK HI PRESS caution message on the EICAS
primary display, accompanied with an L or R PACK FAULT switch/light on, do the following:
NOTE 1: The isolation valve, pack valve and the 10th stage bleed valve will close automatically during an
overpressure condition (when the engine is supplying bleed air).
NOTE 2: Airplane altitude maximum 25,000 feet during single pack operation.
1. AIR CONDITIONING L & R PACK Press Out L&R PACK OFF lights on, and L&R
switch/lights PACK OFF status message on.
2. BLEED AIR 10TH STAGE L or R Press Out L or R 10th STAGE CLOSED light on.
switch/light
3. Initiate decent to FL250.
-END-
24
CemAir (Pty) Ltd
Edition: 2
21-52-01 Ram Air SOV C 1 0 (M)(O) May be inoperative OPEN provided:
a) Ram Air SOV is deactivated OPEN;
b) RH Air Conditioning Pack is operative;
c) LH Air Conditioning Pack is selected OFF;
and
d) Operations are conducted at or below FL
250.

ambient temperatures greater than 30ºC, to
prolong service life of avionics components.
PLACARD
Put a “RAM AIR SOV INOPERATIVE” placard on the AIR-CONDITIONING control panel.
On the EICAS secondary display, ensure the RAM AIR OPEN message is illuminated.
On circuit breaker panel CBP-2 open and collar circuit breaker P5 (R AIR SOV).
NOTE 1: “RAM AIR OPEN” message on EICAS will extinguish when C/B is open.
With an inoperative Ram Air SOV and an operative R Air Conditioning Pack, during climb, before switching
from APU to engine bleed supply, do the following:
1. On the EICAS control panel push the ECS key to display the ECS synoptic page on the EICAS
secondary display.
2. On the BLEED AIR control panel, push the APU LCV switch/light and the ISOL switch/light out.
NOTE 1: Operation of the APU LCV and ISOL switch/lights must be accomplished in a timely manner, or
pack pressure bumps can be expected to occur.
3. When the APU LCV is shown in the closed position on the ECS synoptic page:
Push in (to open) the 10TH STAGE switch/light of the (RH) pack on the BLEED AIR control panel.
NOTE 2: In the event of FMS deferral or PERF portion of FMS is deferred, refer to QRH for takeoff and
go- around thrust settings with 10TH stage bleeds open and A/C packs on.
21-52-01 Ram Air SOV 1) C 1 0 (M)(O) May be inoperative OPEN provided:

(continued) a) Ram Air SOV is deactivated OPEN;
b) LH Air Conditioning Pack is selected OFF;
c) Operations are conducted unpressurized at
d) EMER DEPRESS switch is selected ON;
e) Overboard Exhaust SOV (Avionics Cooling)
is secured OPEN; and
f) Extended overwater operations are
-Continued- prohibited.
25
CemAir (Pty) Ltd
Edition: 2

ambient temperatures greater than 30
degrees Celsius, to prolong service life of
avionics components.
PLACARD
Put a “RAM AIR SOV INOPERATIVE” placard on the AIR-CONDITIONING control panel.
MAINTENANCE PROCEDURES
On the EICAS secondary display, ensure the RAM AIR OPEN message is illuminated.
On circuit breaker panel CBP-2 open and collar circuit breaker P5 (R AIR SOV).
On the CABIN PRESS control panel, push the PRESS CONTROL switch/light and ensure that the MAN
light illuminates.
On each valve, install a 9.25 inch piece of tubing, 3/8 ID and 5/8 OD, across the opening of the valve,
between the poppet and the valve base. A slight bend in the tubing may be required to install.
Release the poppet and ensure that the hose stays in place.
On circuit breaker panel CBP-4, open and collar A8 (CABIN PRESS CONT 1) and A9 (CABIN PRESS
CONT 2) circuit breakers.
On circuit breaker panel CBP-1, open and collar circuit breaker L4 (OVERBOARD SOV).
Gain access to the Overboard Exhaust SOV and ensure the manual control lever is OPEN and the lever is
in the full clockwise position.
Safety wire the control lever in the OPEN position.
OPERATIONAL PROCEDURES
With an inoperative Ram Air SOV and an operative R Air Conditioning Pack, if the R Air Conditioning Pack
causes the presentation of a PACK HI PRESS caution message on the EICAS primary display,
accompanied with a PACK FAULT switch/light on, do the following:
NOTE: The isolation valve, the pack valve and the 10TH stage bleed valve will close automatically
during an overpressure condition (when the engine is supplying the bleed air).
1. AIR CONDITIONING, PACK Press Out R PACK OFF light on and R PACK
switch/lights OFF status message on.
2. BLEED AIR 10TH STAGE Press Out L or R 10TH STAGE CLOSED light L
switch/light or R on, and L or R 10TH SOV CLSD
status message on.
3. BLEED AIR 10TH STAGE Press in L or R 10TH STAGE CLOSED light out
L or R switch/light and L or R 10TH SOV CLSD status
-Continued- message out.
4. ECS Duct, Bleed air pressure Confirm less than 60 psi. Retard
affected engine’s thrust level as
required, to attain 60 psi.
26
CemAir (Pty) Ltd
Edition: 2
5. AIR-CONDITIONING, R PACK Press in To start R pack. R PACK OFF light
Switch/light out, and R PACK OFF status
message out.
If R PACK HI PRESS caution message persists:
6. AIR-CONDITIONING, R PACK Press out R PACK OFF light on, and R PACK
Switch/light OFF status message on.
7 (a) If engine bleed is supplying air to Press out L or R 10TH STAGE light on, and L or
the BLEED AIR 10TH STAGE R 10TH SOV CLSD status message
L or R switch/light on.
(b) If APU is supplying air to the Press out To close APU load control valve.
affected PACK APU LCV OPEN light out, and APU
LCV OPEN status message out.
With an inoperative Ram Air SOV and an operative R Air Conditioning Pack, if the R Air
Conditioning Pack causes the presentation of a PACK HI TEMP caution message on the EICAS
primary display, accompanied with a PACK FAULT switch/light on, do the following:
NOTE: The isolation valve, the pack valve and the 10 TH stage bleed valve will close automatically
during an over-temperature condition (when the engine is supplying the bleed air).
1. AIR-CONDITIONING, R PACK Press out R PCK OFF light on, and R PACK
Switch/light OFF status message on.
2. BLEED AIR 10TH STAGE Press out L or R 10TH STAGE CLOSED light on,
L or R switch/light and L or R 10TH SOV CLSD status
message on.
If in manual mode with full HOT selected, decrease temperature first and then reset pack
when the caution message goes out:
3. AIR-CONDITIONING, R PACK Press in L or R 10TH STAGE CLOSED light

L or R switch/light out, and L or R 10TH SOV CLSD
status message out.
4. BLEED AIR 10TH STAGE Press out To start R pack. R PACK OFF light
L or R switch/light out, and R PACK OFF status
message out.
If R PACK HI TEMP caution message persists:
5. AIR-CONDITIONING, R PACK Press out R PACK OFF light on, and R PACK
switch/light OFF status message on.
6. (a) If engine bleed is supplying air to Press out L or R 10TH STAGE light on, and L or
the affected PACK: R 10TH SOV CLSD status message
BLEED AIR 10TH STAGE on.
L or R Switch/light
(b) If APU is supplying air to the Press out To close APU load control valve. APU
affected PACK: LCV OPEN light out, and APU LC
BLEED AIR, APU LCV OPEN status message out.
Switch/light
-Continued-
With both packs inoperative, perform the unpressurized light procedure as follows:
Before Take-off:
1. AIR-CONDITIONING, L and R PACK Press out L and R PACK OFF lights on, and L
Switch/light and R PACK OFF status message on.
2. CABIN PRESS EMER DEPRESS Press in EMERG DEPR light on, and EMERG
Switch/light DEPR caution message on.
3. Center pedestal DSPLY FAN selector Select to STBY.
27
CemAir (Pty) Ltd
Edition: 2
After Take-off:
4. Airplane altitude 10,000 feet maximum

5. Airspeed Not less than 250 KIAS recommended
during cruise to provide sufficient
airflow to passengers within the cabin.
21-52-02 Air Conditioning Panel C 1 0 May be inoperative.
RAM AIR “OPEN” Switch
Light (light function only)
PLACARD
Put an “OPEN” LIGHT INOPERATIVE placard on the RAM AIR Switch/Light, located on the
AIR-CONDITIONING control panel.
21-55-01 Cargo Conditioned Air D 1 0 (M) May be inoperative CLOSED provided:

SOV a) SOV is secured CLOSED;
b) Live animals are not carried in cargo
compartment; and
c) AIR CONDITIONING Cargo switch is
selected to OFF.
PLACARD
Put a CARGO CONDITIONED AIR SOV INOPERATIVE placard on the AIR-CONDITIONING control panel.
Place Cargo Toggle switch in the OFF position.
Open and secure the following circuit breakers:
CBP# CB# NAME

4 A12 BAGG COMP SOV
Gain access (PANEL 281 HLF) to the Air Conditioning SOV and safety in the CLOSED position. Select the
Cargo ECS switch to OFF.
Flight Crew will verify no live animals are carried.
D 1 0 May be inoperative OPEN provided:

a) Cargo compartment is empty.
(For ballast purposes, use of bags (made of
fiberglass or Kevlar) or sand or ingots of nn
magnetic metals (such as lead) is
-Continued- acceptable), and
b) AIR CONDITIONING Cargo switch is
selected to OFF.
The flight crew will visually verify that the cargo compartment is empty except for ballast (sandbags) prior to
each flight.
NOTE: 1. CemAir consider sandbags to be suitable for ballast.

NOTE: 2. CemAir does not utilize Fly Away Kits.
28
CemAir (Pty) Ltd
Edition: 2
21-55-02 Cargo Fan D 1 0 (M) May be inoperative provided live animals are not
carried in cargo compartment.
PLACARD
Put a CARGO FAN INOPERATIVE placard on the AIR-CONDITIONING control panel.
Pull and collar circuit breaker.
CBP# CB# NAME

1 D5 BAGG COMP FAN
NOTE: When the deactivation procedure is completed, the CARGO FAN FAIL status message will only
show on the EICAS status page when the CARGO FAN is set to ON.
Flight Crew will verify no live animals are carried.
21-55-03 Cargo Exhaust SOV a) D 1 0 (M) May be inoperative CLOSED provided:

a) SOV is secured CLOSED;
compartment; and
selected to OFF.
PLACARD
Put a CARGO EXHAUST SOV INOPERATIVE placard on the AIR-CONDITIONING control panel.
Gain access to the Cargo Exhaust SOV by removing access panel 282 KRF. Safety wire the SOV in the
closed position. Replace access panel 282 KRF. Pull and collar circuit breaker L-3 (BAGG COMP CONT)
and verify Fan Toggle switch is in the OFF position.
21-55-03 Cargo Exhaust SOV (b) D 1 0 May be inoperative OPEN provided:

acceptable), and
selected to OFF
29
CemAir (Pty) Ltd
Edition: 2
21-55-04 Cargo Air SOV D 1 0 (M) May be inoperative CLOSED provided:
Recirculated a) SOV is secured CLOSED;
compartment; and
selected to COND AIR or OFF.
PLACARD
Put a CARGO RECIRCULATED AIR SOV INOPERATIVE placard on the AIR-CONDITIONING control
panel.
Open and collar CB A12 on CBP-4.
Gain access to the cargo air re-circulated SOV by removing floor panel 281 FLF.
Use the manual override handle to place the valve in the closed position and safety wire.
Re-install access panels. On the AIR-CONDITION control panel, set the CARGO toggle switch to the
COND AIR or OFF position.
D 1 0 May be inoperative OPEN provided:

acceptable), and
selected to OFF
21-55-05 AFT Cargo Compartment D 1 0 May be inoperative provided:

Temperature Control a) Live animals are not carried in cargo
System compartment; and
selected to FAN or OFF.
21-61-01 Cabin/Cockpit
Temperature Control
Systems
1) Automatic Mode C 2 1 (M) One automatic control may be inoperative
provided:
a) Associated manual control is operative; and
b) Associated Duct Temperature Indication is
operative.
PLACARD
For an inoperative cabin/cockpit temperature control system (automatic mode), do as follows:
1. Put a CABIN (and/or COCKPIT) AUTOMATIC TEMPERATURE CONTROL SYSTEM

INOPERATIVE placard on the AIR-CONDITIONING control panel.
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CemAir (Pty) Ltd
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Deactivate inoperative automatic mode, A or B below, as appropriate:
A. De-activate Cockpit Temperature Control System (automatic mode) by:
• Apply AC power to the aircraft.
• Open and collar circuit breaker J2 (OKPT TEMP CONT) on panel CBP-1.
-Continued-
• On the AIR CONDITIONING control panel, push the CKPT MAN switch to the on position and
ensure the MAN part of the switch/light is illuminated. On the secondary EICAS display, ensure
the CKPT TEMP MAN status message is displayed.
OR
B. De-activate Cabin Temperature Control system (automatic mode) by:

• Open and collar circuit breaker J2 (CABIN TEMP CONT) on panel CBP-2.
• On the AIR CONDITIONING control panel, push the CABIN MAN switch to the on position and
ensure the MAN part of the switch/light is illuminated. O the secondary EICAS display, ensure the
CABIN TEMP MAN status message is displayed.
C 2 0 (M) Both automatic controls may be inoperative

provided:
a) Both manual controls are operative; and
b) Both Duct Temperature Indications are
operative.
PLACARD
For an inoperative cabin/cockpit temperature control system (automatic mode), do as follows:
(1) Put a CABIN (and/or COCKPIT) AUTOMATIC TEMPERATURE CONTROL SYSTEM

Deactivate inoperative automatic mode, A or B below, as appropriate:
1. De-activate Cockpit Temperature Control System (automatic mode) by:

• Open and collar circuit breaker J2 (OKPT TEMP CONT) on panel CBP-1.
• On the AIR CONDITIONING control panel, push the CKPT MAN switch to the on position and
ensure the MAN part of the switch/light is illuminated. On the secondary EICAS display, ensure the
CKPT TEMP MAN status message is displayed.
OR
2. De-activate Cabin Temperature Control system (automatic mode) by:

• Open and collar circuit breaker J2 (CABIN TEMP CONT) on panel CBP-2.
• On the AIR CONDITIONING control panel, push the CABIN MAN switch to the on position and
ensure the MAN part of the switch/light is illuminated. O the secondary EICAS display, ensure the
CABIN TEMP MAN status message is displayed.
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(2) Manual Mode C 2 1 (M) One manual control may be inoperative
provided:
a) Associated automatic control is operative;
and
b) Associated Duct Temperature Indication is
operative.
PLACARD
For an inoperative cabin/cockpit temperature control system (manual mode), do as follows:

-Continued-
(1) Put a CABIN (and/or COCKPIT) MANUAL TEMPERATURE CONTROL SYSTEM
Deactivate Manual Mode as follows:

• Open and collar the following circuit breakers:
CBP# CB# NAME

1 J3 CKPT TEMP MAN CONT
2 J3 CABIN TEMP CONT MAN
C 2 0 (M) Both manual controls may be inoperative
provided:
a) Both automatic controls are operative; and
b) Both Duct Temperature Indications are
operative.
PLACARD
1. Put a CABIN (and/or COCKPIT) MANUAL TEMPERATURE CONTROL SYSTEM

Deactivate both Manual Modes as follows:

• Open and collar the following circuit breakers:
CBP# CB# NAME

1 J3 CKPT TEMP MAN CONT
2 J3 CABIN TEMP CONT MAN
C 2 1 (O) One may be inoperative provided associated Air

Conditioning Pack is considered inoperative.
PLACARD
1. Put a CABIN (and/or COCKPIT) MANUAL TEMPERATURE CONTROL SYSTEM
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1. Press out the pack switch/light and confirm the PACK OFF message is shown on the EICAS secondary
display. (Refer to 21-51-01 Air Conditioning Packs of single pack operations).
2. Flight Crew will not exceed FL250 and operate IAW POH Section 1 Limitations.
-END-
21-61-02 EICAS “CABIN TEMP” C 1 0 May be inoperative.
Indication
PLACARD
Put an EICAS “CABIN TEMP” INDICATION INOPERATIVE placard below the secondary EICAS display.
21-61-03 Duct Temperature C 2 0 Both may be inoperative provided associated Cockpit

Indications (COCKPIT and/or Cabin Automatic Temperature Control Mode
and CABIN) is operative.
PLACARD
Put a DUCT TEMPERATURE INDICATION(S) INOPERATIVE placard below the secondary EICAS
display.
21-61-04 Air Conditioning Panel C 2 0 Both may be inoperative.
CKPT/CABIN
Temperature Control
“MAN” Switch Lights
(light function only)
PLACARD
Put a “MAN” LIGHT INOPERATIVE placard on the CKPT and/or CABIN TEMPERATURE CONTROL MAN
Switch Light(s) (as applicable), located on the AIR-CONDITIONING control panel.
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INTENTIONALLY BLANK
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22 – AUTO FLIGHT
22-10-01 Autopilot System C 1 0 (O) Except where enroute operations or approach
procedures require its use, may be inoperative
provided Altitude Alerting system is operative.
NOTE 1: Autopilot is required for RVSM

Operations.
NOTE 2: Relief for inoperative individual flight
guidance operational modes is provided
by MEL Item 22-10-02 Flight Directors.
PLACARD
Put an AUTOPILOT SYSTEM INOPERATIVE placard on the FLIGHT CONTROL panel.
OPERATIONAL PROCEDURE:
Flight may normally dispatch to Category 1 weather minimums. High minimums Captains shall refer to
Flight Operations Manual for further restrictions. (RVSM is Reduced Vertical Separation minimum).
22-10-02 Flight Directors C 2 1 (O) Except where enroute operations or approach

provided Autopilot is considered inoperative.
NOTE 1: Windshear escape guidance function will

be available from the remaining Flight
Director.
NOTE 2: The TOGA switches will not be affected
by the inoperative Flight Director.
NOTE 3: Although take-off configuration warning
system remains operative, “T/O CONFIG
OK” advisory message is inhibited.
C 2 0 (O) Except where enroute operations or approach

provided:
a) Autopilot is considered inoperative, and
b) TOGA switches are considered
inoperative.
NOTE 1: Windshear escape guidance will be

inoperative. However, all remaining
windshear functions will be available.
Flight Director Modes C 7 4 Except where enroute operations or approach

procedures require its use, individual flight director
modes may be inoperative provided Altitude Alerting
System is operative.
NOTE 1: Flight director altitude hold mode is

required for RVSM Operations.
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NOTE 2: Any flight director mode which operates
-Continued- normally may be used.
PLACARD
Put a FLIGHT DIRECTOR SYSTEM(S) INOPERATIVE placard on the FLIGHT CONTROL panel.
Flight Operations Manual for further restrictions.
NOTE: The windshear “eyebrows” (pitch limit indication from the GPWS) will appear on both PFD’s to indicate
the required pitch attitude for the command bars to achieve a safe alpha margin escape. Excessive pitch
rates may activate the stall protection system.
22-11-01 Autopilot Disconnect C 2 1 O) One may be inoperative provided:

Switches a) Autopilot is not used below 1,500 ft AGL,
(Control Wheel) b) Approach mimimums do not require the use
of autopilot, and
c) Pilot flying has the operative disconnect.
PLACARD
Put a PILOT (and/or CO-PILOT) CONTROL WHEEL AUTOPILOT DISCONNECT SWITCH(ES)

(AUTOPILOT DISCONNECT FUNCTION ONLY) INOPERATIVE placard (as applicable) on the FLIGHT
CONTROL panel.
For operations with one control wheel autopilot Disconnect Switch inoperative:
1. Pusher of the stall protection system can be disengaged using the control wheel disconnect button.
2. With the autopilot engaged, the pilot controlling the aircraft has the operative control wheel disconnect
button.
Flight Operations Manual for further restrictions.
B 2 0 (O) May be inoperative provided Autopilot System is
considered inoperative.
NOTE: Autopilot Disconnect Switches are required

for RVSM Operations. When deferring this
item, apply MEL 34-00-00.
For operations with both control wheel autopilot disconnect Switches inoperative.
Before first flight after failure occurrence:

• Initiate STALL test.
• Ensure that the stick pusher can be disconnected using Left and right Autopilot/Stall Pusher
Disconnect Switch on the Control Wheel.
Autopilot is considered inoperative. Flight duration from a maintenance base is limited to one (1) hour
duration.
22-11-02 Flight Director Sync C 2 0 Both may be inoperative.

Switches
PLACARD
Put a FLIGHT DIRECTOR SYNC SWITCH (ES) INOPERATIVE placard on the FLIGHT CONTROL panel.
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22-11-03 Take-Off/Go- Around C 2 0 (O) Both may be inoperative provided Alternate
(TOGA) Switches procedures are established and used.
(on Thrust Levers)
NOTE 1: All normal flight director modes are
available.
NOTE 2: Windshear escape guidance is not
affected by the loss of the TOGA function
and remains operative during the approach
and take off phases of flight.
PLACARD
Put a TAKE-OFF/GO-AROUND SWITCH(ES) INOPERATIVE placard forward of the THROTTLE

QUADRANT.
If only one TOGA switch is inoperative, utilize the remaining TOGA switch and operate normally.
If both TOGA switches are inoperative, Flight Director will not be used for takeoff. After lift-off,
select FCP mode to display flight director.
NOTE 1: Due to TOGA switches inoperative, FMS runway up-date must be performed manually prior to
takeoff at departure end using RWY UPDATE on the FMS legs page.
NOTE 2: If GPS is inoperative, intersection departures are not authorized.
22-12-01 V-Speed Auto- C 1 0 May be inoperative provided V-Speed settings are

Synchronization System made manually by each pilot.
PLACARD
Put a V SPEED AUTO-SYNCHRONIZATION SYSTEM INOPERATIVE placard on the FLIGHT CONTROL

panel.
22-12-02 Integrated Avionics C 4 3 (M) One IAPS IOC may be inoperative provided
Processor System (IAPS) remaining IOCs are verified operative before the first
Input/Output Concentrator flight of the day.
(IOC)
NOTE 1: “IAPS DEGRADED” status message will
be displayed on EICAS.
PLACARD
Put an INTEGRATED AVIONICS PROCESSOR SYSTEM (IAPS) QUADRANT INOPERATIVE placard

below the secondary EICAS display.
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CemAir (Pty) Ltd
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For an inoperative IAPS IOC, do as follows:

1. On the pilot’s and co-pilot’s display reversionary panels, make sure that the rotary selectors are set
-Continued-
to the NORM position.
2. On the CBP-1, select the MAINT switch to the MFD 1 or 2 position to show the MAINTENANCE
MENU on the selected malfunction display (MFD).
3. On the applicable display control panel (DCP), use the BRG 1 or 2 switch to move the cursor (on
the
MAINTENANCE MENU) to the status line.
NOTE: The BRG pointer 1 (single line arrow) moves the cursor up. The BRG pointer 2 (on the
MAINTENANCE MENU) moves the cursor down.
4. On the applicable DCP, push the RDR pushbutton to get the LRU STATUS page on the selected
MFD.
5. On the LRU STATUS page, make sure that only one of the messages that follows is shown:
IAPS IOC 1A
IAPS IOC 1B
IAPS IOC 2A
IAPS IOC 2B
6. On the applicable DCP, push the TFC pushbutton to go back to the MAINTENANCE MENU on the
MFD.
7. On CBP-1, select the MAINT switch to OFF.
8. On the previously selected MFD, make sure that the HIS mode display is shown.
22-21-01 Mach Trim System C 1 0 (O) Except where enroute operations require its use,
may be inoperative provided operations are
conducted at or below 250 KIAS / 0.7 M when
autopilot is disengaged.
PLACARD
Put a MACH TRIM SYSTEM INOPERATIVE placard on the STABILIZER/MACH TRIM panel.
With the auto-pilot inoperative or disconnected, operations are conducted at or below 250 KIAS /7M.
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CemAir (Pty) Ltd
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23 – COMMUNICATIONS
23-11-01 VHF Communication D 3 2 One may be inoperative.
Systems
See appendix A for reference to

CAR 91.05.1
23-12-01 HF Communication - 0 0 Not Fitted

Systems
23-21-01 Selective Call System - 0 0 Not Fitted
(SELCAL)
23-22-01 Aircraft Communications - 0 0 Not Fitted
Addressing and Reporting
System (ACARS)
23-22-02 AFIS (Automatic Flight - 0 0 Not Fitted
Information System)
23-22-03 Printer - 0 0 Not Fitted
23-31-01 Passenger Address B 1 0 (O) May be inoperative provided:
System a) Flight Attendant Call Switch Lights and Flight
Attendant Audio Alerting System of
See appendix A for reference to Crewmember Interphone System are
CAR 121.05.10 operative, and
b) Alternate, normal and emergency procedures
are established and used.
NOTE: Any station function(s) that operates normally

may be used.
PLACARDS
Put a PASSENGER ADDRESS SYSTEM INOPERATIVE placard on the INTERPHONE CONTROL UNIT
and on the flight attendant HANDSET(S).
For the normal and emergency communications between the flight deck crew and cabin attendant, the flight
deck/cabin interphone (two-way) and “call” chime function will be utilized. FA will make briefings orally.
Dependent on cabin noise level and passenger loading, it may be necessary to conduct the oral briefing at
more than one location.
1) Passenger Address “PA” C 2 0 (O) May be inoperative provided:

Switch Lights a) Flight Attendant Call Switch Lights and Flight
(Interphone Control Unit Attendant Audio Alerting System of
and Flight Attendant Crewmember Interphone System are
Stations) operative; and
(light function only) b) Alternate, normal and emergency
procedures, and/or operating restrictions are
established and used
NOTE: Any station function(s) that operates

normally may be used.
PLACARDS
Put a PASSENGER ADDRESS SYSTEM LIGHT INOPERATIVE placard on the INTERPHONE

CONTROL UNIT and on the flight attendant HANDSET(S).
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The Flight Crew will verify Flight Deck/Cabin interphone system normal operation.
2) Lavatory Speakers C 1 0 (O) Alternate, normal and emergency procedures are

established and used.
PLACARDS
Put a LAVATORY SPEAKER INOPERATIVE placard on the INTERPHONE CONTROL UNIT and on the
flight attendant HANDSET(S).
FA will orally notify passenger in lavatory.
23-32-01 Pre-recorded - 0 0 Not Fitted

Announcement and
Boarding Music System
23-40-01 Crewmember Interphone See appendix A for reference to CAR 121.05.9
System
1) Interphone Voice
Communication Function
a) Flight Deck to Cabin B 3 1 (O) May be inoperative provided:
(Audio Control Panel(s) a) Either pilot or co-pilot flight deck to cabin
to Cabin) interphone voice communication function
(two way) operates normally,
b) Passenger Address System is verified
operative prior to each flight, and
c) Alternate procedures for communication with
cabin are established and used.

may be used.
PLACARD
Put the appropriate interphone voice communication INOPERATIVE placard on the flight compartment
INTERPHONE panel and on the flight attendant HANDSET(s).
-Continued-
OPERATIONAL PROCEDURE
The pilot not flying (PNF) will communicate with the flight attendant. If pilot flying (PF) has an operable control
panel, transfer control of the aircraft to the non-flying pilot prior to communicating with flight attendant.
c) Cabin to Cabin (Flight - 0 0 Not Fitted
Attendant Station(s) to
Flight Attendant
Station(s))
d) Flight Deck to Ground

(Audio Control Panel(s)
to Ground) a) C 3 0 (O) May be inoperative provided alternate
procedures are established and used.
b) D 3 0 May be inoperative provided procedures do not

require its use.

may be used.
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CemAir (Pty) Ltd
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PLACARD
For and INOPERATIVE audio panel put a GROUND COM INOPERATIVE placard on the appropriate audio
panel.
The flight crew will use hand signals, as specified in FOM/POH if all three Flight Deck to Ground com are
inoperative.
e) Ground to Flight Deck

(Maintenance
Interphone Station(s) to
Flight Deck)
a) C 4 0 (O) May be inoperative provided alternate

require its use.
NOTE: Any station function(s) that operate normally

may be used.
PLACARD
For and INOPERATIVE audio panel put a GROUND COM INOPERATIVE placard on the appropriate audio
panel.
The crew will use hand signals, as specified in FOM/POH.
2) Interphone Alerting
Function
a) Flight Deck Call Switch B 2 0 May be inoperative provided the flight compartment
Lights audio alerting system (chime) is operative.
(“CALL” and “EMER”)
NOTE 1: Flight deck audio alerting system (chime)
must always be operative.
NOTE 2: Any Flight Deck Call Switch Light
function(s) that operates normally may be
used.
c) Flight Attendant Call B 3 0 (O) May be inoperative provided Passenger Address

Switch Lights System is operative.
(“ATT”, “FLT” and
“EMG”)
NOTE: Any Flight Attendant Call Switch Light
used.
PLACARD
For an inoperative Call Switch Light put a INOPERATIVE CALL SWITCH LIGHT placard on the flight
compartment INTERPHONE panel and on the flight attendant handset.
Passenger Address System will be utilized to call flight attendant.
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d) Mid Cabin Flight B 6 0 (O) May be inoperative provided Passenger Address
Attendant Call Lights System is operative.
(Cockpit, Lavatory,
Cabin
NOTE: Any Flight Attendant Call Switch Light
used.
PLACARD
Put a CALL LIGHT INOPERATIVE placard on the flight attendant’s handset.
Flight attendant will make use of alternate lights.

-Continued-
2) Interphone Alerting
Function
e) Flight Attendant Audio B 1 0 May be inoperative provided Passenger Address
Alerting System System is operative.
(Chime)
PLACARD
Put a CHIME INOPERATIVE placard on the flight attendant’s handset.
COMMUNICATION
Passenger Address System will be utilized to call flight attendant.
f) Mechanic Call Switch

Lights
(CKPT “CALL” and
MECH “CALL”) a) C 2 0 (O) May be inoperative provided alternate

require its use.
NOTE: Any Mechanic Call Switch Light function(s)

that operates normally may be used
PLACARD
Put a CALL LIGHT INOP placard on the panel.
The flight crew will use hand signals, as specified in FOM/POH.

Maintenance will utilize hand signals per SP931 and maintenance radios.
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CemAir (Pty) Ltd
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23-51-01 Hand Held a) C 2 1 (O) One may be inoperative provided associated
Microphones Boom Microphone is operative and is used.
b) C 2 0 Both may be inoperative provided:

a) Boom Microphones are operative; and
b) Spare boom microphone is available in flight
compartment.
PLACARD
Put a PILOT’S and/or CO-PILOT’S HAND HELD MICROPHONE(S) INOPERATIVE (as applicable) placard
on the affected microphone.
Both pilots will wear headsets and utilize the boom microphones.
23-51-02 RT/IC Switches

1) Pilot’s / Copilot’s RT/IC C 4 2 Two may be inoperative provided:
Switches a) Switch is not failed in transmit mode,
b) One RT/IC switch operates normally for each
crewmember; and
-Continued- c) Hand Held Microphone on affected side is
operative.
2) Observer’s RT/IC Switch B 1 0 May be inoperative provided:

a) Switch is not failed in transmit mode, and
b) Observer’s Seat is considered inoperative.
PLACARD
Put a RT/IC SWITCH(ES) INOPERATIVE placard on the associated AUDIO control panel or control
column (as applicable).
23-51-03 Flight Compartment C 2 0 Both may be inoperative provided all flight crew
Speakers members on flight deck duty utilize headsets.
PLACARD
Put a FLIGHT COMPARTMENT SPEAKER(S) INOPERATIVE placard on the AUDIO control panel.
23-51-05 Headsets D 2 1 Any in excess of those required for each person on

flight compartment duty may be inoperative.
PLACARD
Put HEADSETS INOPERATIVE placards on the affected headset.
23-51-06 Observer’s Audio Control B 1 0 May be inoperative provided Observer’s Seat is

Panel considered inoperative.
PLACARD
Put an OBSERVER’S AUDIO CONTROL PANEL INOPERATIVE placard on the observer’s audio control
panel.
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23-71-01 Cockpit Voice Recorder A 1 0 May be inoperative provided:
(CVR) a) Flight Data Recorder is operative; and
See appendix A for reference to b) Repairs are made within three flight days.
CAR 91.04.10
PLACARD
Put a COCKPIT VOICE RECORDER INOPERATIVE placard on the COCKPIT VOICE RECORDER
panel.
23-81-01 #2 Radio Tuning Unit C 1 0 May be inoperative provided:
(RTU) a) COM/NAV Standby Tuning Unit is operative
b) Cross-side tuning from RTU#1 is operative,
c) For single HF installation, operations do not
require the use of HF, and
d) RTU #2 is de-selected using its RTU INHIBIT
switch to ensure cross-side tuning by RTU #1
NOTE: If RTU #1 fails, all RTU mode selections
(COM 1 Squelch ON/OFF,
NAV1 Marker sens. LO/HI, NAV1 DME-HOLD,
ATC Altitude ON-OFF, ATC ID, ADF ANT,
ADF BFO (ON/OFF), TCAS) and HF tuning will be
lost; however COM1/NAV1 frequency tuning will be
available through the COM/NAV tuning unit and
VHF2, NAV2, ADF1 & ADF2 tuning and ATC code
will be available if FMS burst tuning is available.
23-82-01 COM/NAV Standby C 1 0 May be inoperative provided RTU #2 is operative.

Tuning Unit
a) Burst tuning control on at least one FMS is
operative, and
b) FMS TUNE INHIBIT Switch is operative.
23-82-02 FMS TUNE INHIBIT C 1 0 1. May be inoperative in ON (INHIBIT) position
Switch provided both RTUs are operative.
2. May be inoperative in ON (INHIBIT) position
provided COM/NAV Standby Tuning Unit is
operative
NOTE: Tuning function of the FMS will be

inhibited. FMS navigation performance
may be degraded if GPS is not available.
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CemAir (Pty) Ltd
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24 – ELECTRICAL POWER
24-11-01 Integrated Drive
Generator (IDG) Systems
1) Constant Speed Drives A 2 1 (M)(O) One may be inoperative provided:
(CSD), a) Respective GEN 1(2) switch is selected to
Generator Control Unit OFF/RESET,
(GCU) b) Respective IDG is disconnected,
c) APU generator is operated continuously
throughout flight,
d) AFM performance corrections for APU ON
are applied,
e) APU Battery is operative,
f) APU Battery Charger is operative,
g) Cross-side Hydraulic AC Motor Pump
(ACMP) is considered inoperative,
h) Operations are conducted in accordance with
AFM Supplement (Operations with Airplane
Systems Inoperative), and
i) Repairs are made within 30 flight hours
(cumulative).
PLACARD
Put an INTEGRATED DRIVE GENERATOR (IDG) INOPERATIVE placard on the ELECTRICAL POWER
SERVICES panel.
MAINTENANCE
On the ELECTRICAL POWER SERVICES panel, make sure the inoperative GEN switch is in the
OFF/RESET position and the inoperative IDG DISC switch/light is selected to the DISC position and that
the DISC light is shown.
NOTE: If the IDG is being deferred, the APU oil quantity must be checked before every flight.
During associated engine start, make sure that once above the 9% N2 the “IDG 1/2 DISC” EICAS status
message and the respective DISC light come on. If the EICAS status message and the respective DISC do
not come on during the engine start, the affected IDG disconnect mechanism has failed, the engine start has
to be aborted, and the aircraft must not be dispatched.
Do not operate above FL290. Climb speed should not be less than 250/290/.74 to allow for proper APU oil
cooling. This will prevent APU high oil temperature problems associated with APU operations at higher
altitudes and slower speeds. In regards to item C, above, APU door open performance has already been
calculated in the Airport Analysis Manual data for takeoff.
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CemAir (Pty) Ltd
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24-11-01
Integrated Drive Generator
(IDG) Systems
(cont’d)
3) Generators A 2 1 (M)(O) One may be inoperative provided:
a) Respective GEN 1(2) switch is selected to
OFF/RESET,
b) APU generator is operated continuously
throughout flight,
c) AFM performance corrections for APU ON
are applied,
d) APU Battery is operative,
e) APU Battery Charger is operative,
f) Cross-side Hydraulic AC Motor Pump
(ACMP) is selected ON,
g) Same side Hydraulic AC Motor Pump
(ACMP) is operative,
Systems Inoperative), and
i) Repairs are made after one flight.
B 2 1 (M) One may be inoperative provided:

a) Respective GEN 1(2) switch is selected to
OFF/RESET,
b) APU generator is operated continuously
throughout flight,
are applied,
d) APU Battery is operative,
e) APU Battery Charger is operative,
f) Cross-side Hydraulic AC Motor Pump
(ACMP) is considered inoperative, and
g) Operations are conducted in accordance with
Systems Inoperative).
PLACARD
Put a GENERATOR INOPERATIVE placard on the ELECTRICAL POWER SERVICES panel.
MAINTENANCE PROCEDURE
On the ELECTRICAL POWER SERVICES panel, make sure the inoperative GEN switch is in the
OFF/RESET position.
NOTE: If the IDG is being deferred, the APU oil quantity must be checked before every flight.
Do not operate above FL290. Climb speed should not be less than 250/290/.74 to allow for proper APU oil
cooling. This will prevent APU high oil temperature problem associated with APU operations at higher
altitudes and slower speeds. In regards to item C, above, APU door open performance has already been
calculated in the Airport Analysis Manual data for takeoff.
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24-11-02 IDG 1(2) “FAULT/DISC” C 2 0 Both may be inoperative.
Switch Lights
PLACARD
Put a “FAULT” and/or “DISC” LIGHT INOPERATIVE placard on the IDG 1 DISC and/or IDG 2 DISC Switch
Light(s) (as applicable), located on the ELECTRICAL POWER SERVICES control panel.
24-22-01 APU Generator System C 1 0 May be inoperative provided:
a) IDG 1 and IDG 2 are operative; and
b) APU GEN switch is selected to OFF/RESET.
24-23-01 Air Driven Generator C 1 0 (M) May be inoperative provided Deployment Squib
(ADG) Auto-deploy is deactivated
System
PLACARD
Put an AIR DRIVEN GENERATOR (ADG) AUTO DEPLOY SYSTEM INOPERATIVE placard on the ADG
AUTO DEPLOY control panel.
For an inoperative ADG Auto-deploy System, refer to AMM subtask 24-23-22-040-001:
Refer to Figure 401(From AMM).

A. Deactivate the ADG deployment squib as follows:
(1) Do a removal of the ADG deployment squib (Ref. TASK 24−23−22−000−801).
(2) Install the bolt (2) in the uplock assembly (1).
NOTE: You can use speedtape as an alternative. The life of the speedtape is a maximum of 10 days only.
(3) Tighten and torque the bolt (2) to 40−50 pound−inches (4.5−5.6 N·m).
(4) Safety the bolt (2) to the uplock assembly (1) with the 05−004 lockwire
24-24-01 AUTO XFER “FAIL/OFF” C 2 0 Both may be inoperative.

Switch Lights
PLACARD
Put a “FAIL” and/or “OFF” LIGHT INOPERATIVE placard on the #1 and/or #2 AUTO XFER Switch Light(s)
(as applicable), located on the ELECTRICAL POWER SERVICES control panel.
-END-
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24-31-01 Transformer Rectifier B 5 4 (M)(O) One may be inoperative provided ESS TRU 1
Units (TRUs) and TRU 1 are operative.
PLACARD
Put a TRANSFORMER RECTIFIER UNIT INOPERATIVE placard on the ELECTRICAL POWER SERVICES
control panel.
Deactivate the applicable TRU as follows:
1. Apply AC power to the aircraft.

2. Open and collar circuit breaker associated with the inoperative TRU:
CBP# CB# NAME

2 B2 TRU 2
2 A8 ESS TRU 2
2 R5 SERVICE TRU
3. On EICAS control panel, push the ELEC key two times and assure:
a. The DC ELECTRICAL synoptic page is shown on EICAS DISPLAY 2.
b. TRU 1 and ESS TRU1 indications are green.
c. For the deactivated TRU the indication is not green.
1. For a TRU 2 failure do as follows:

a. On the electrical control panel press the DC POWER, TIE 2 switch/light and make sure the CLOSED
light illuminates.
NOTE: DC Utility Bus 2 (UTIL BUS 2) is shed when DC POWER, TIE 2 switch/light is operated
(TIE 2 closed).
b. Select the DC ELECTRICAL page, making sure the TIE 2 symbol indicates closed and the BUS 2
symbol is green.
2. For a SERV TRU failure do as follows:

a. On the electrical control services control panel, press the DC POWER, ESS TIE switch/light and
make sure the light illuminates.
b. Select the DC ELECTRICAL page, making sure the ESS TIE 2 symbol indicates closed and that
SERV BUS symbol is green.
3. For a ESS 2 Failure do as follows:

a. On the electrical control services control pane, press the DC POWER, ESS TIE switch/light and
make sure the light illuminates.
b. Select the DC ELECTRICAL page, making sure the ESS TIE 2 symbol indicates closed and that
ESS BUS symbol is green.
24-31-02 TRU Cooling Fans C 5 3 (M) One or two cooling fans may be inoperative
provided:
a) One ESS TRU Cooling Fan is operative; and
b) Forward equipment doors are OPENED for
stationary ground operations at temps. > than
30°C.
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PLACARD
Put a TRU COOLING FANS INOPERATIVE placard on the ELECTRICAL POWER SERVICES
-Continued-
control panel.
During ground operations when the ambient temperature is greater than 86ºF (30ºC), open the two forward
equipment doors (211AL and 212AL). Before flight , close the two forward equipment doors.
24-32-01 Main Battery A 1 0 (M)(O) May be inoperative provided:

a) APU air intake door is secured fully OPEN,
b) AFM performance corrections for APU ON
are applied,
c) APU is operated continuously during flight or
aircraft speed is limited to 300 KIAS if APU is
OFF,
d) APU battery is operative,
e) APU battery charger is operative,
f) APR is selected OFF,
g) Operations are conducted in accordance with
AFM APR OFF performance data,
h) Service Lights are considered inoperative,
i) Maintenance Lights are considered
inoperative,
j) A reliable and functioning time-piece is
readily available (a wristwatch is acceptable),
k) Flight Data Recorder is considered
inoperative, and
l) Repairs are made within one flight day.
NOTE 1: DG mode heading slew function will be

inoperative.
NOTE 2: Clocks will be inoperative.
PLACARD
For operations with the APU air intake door open, do as follows:
1. Put a MAIN BATTERY INOPERATIVE placard on the ELECTRICAL POWER SERVICES control
panel.
2. Put an APR SYSTEM INOPERATIVE placard on the ENGINE CONTROL panel.
3. Put a CLOCK INOPERATIVE placard on the pilot’s and co-pilot’s clock face.
For an inoperative main battery with the APU operative (APU Door open), do as follows:
1. Deactivate the APU inlet door liner-actuator with the inlet door open (refer to AMM TASK 49-14-00-040-
801).
2. Deactivate the main battery, (refer to AMM 24-32-00-040-803).
3. On the engine control panel, put the APR switch to OFF.
1. Select the DC ELEC synoptic page.

2. Make sure APU the APU battery voltage is within limits.
3. Use the STAT button on the EICAS control panel to return to the status page.
4. Make takeoff performance calculations applying the Airport Analysis Manual APR OFF penalty.
5. Enter time into FMS STATUS page UTC. Pilot and Co-pilot will synchronize timepieces/wristwatches.
NOTE 1: Refer to 31-31-01 for Flight Data Recorder inoperative.
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24-32-02 Main Battery A 1 0 (M)(O) May be inoperative provided:
Charger a) Main Battery is considered inoperative,
b) APU air intake door is secured fully OPEN,
c) APU is operated continuously during flight or
the aircraft speed is limited to 300 KIAS if
APU is OFF,
are applied,
e) APU Battery is operative,
f) APU Battery charger is operative,
g) APR is selected OFF,
AFM APR OFF performance data,
i) Service Lights are considered inoperative,
j) Maintenance Lights are considered
inoperative,
k) A reliable and functioning time-piece is
readily available (a wristwatch is acceptable),
l) Flight Data Recorder is considered
inoperative, and
m) Repairs are made within one flight day.
NOTE 1: DG mode heading slew function will be

inoperative.
NOTE 2: Clocks will be inoperative.
PLACARD
For operations with the APU air intake door open, do as follows:
1. Put a MAIN BATTERY INOPERATIVE placard on the ELECTRICAL POWER SERVICES control
panel.
2. Put an APR SYSTEM INOPERATIVE placard on the ENGINE CONTROL panel.
3. Put a CLOCK INOPERATIVE placard on the pilot’s and co-pilot’s clock face.
For an inoperative main battery with the APU operative (APU Door open), do as follows:
4. Deactivate the APU inlet door liner-actuator with the inlet door open (refer to AMM TASK 49-14-00-040-
801).
5. Deactivate the main battery, (refer to AMM 24-32-00-040-803).
6. On the engine control panel, put the APR switch to OFF.
6. Select the DC ELEC synoptic page.

7. Make sure APU the APU battery voltage is within limits.
8. Use the STAT button on the EICAS control panel to return to the status page.
9. Make takeoff performance calculations applying the Airport Analysis Manual APR OFF penalty.
10. Enter time into FMS STATUS page UTC. Pilot and Co-pilot will synchronize timepieces/wristwatches.
NOTE 1: Refer to 31-31-01 for Flight Data Recorder inoperative.
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24-32-03 APU Battery A 1 0 (M) May be inoperative provided:
a) Main Battery is operative,
b) Main Battery Charger is operative,
are applied when APU is used, and
d) Repairs are made within one flight day.
NOTE: External DC power will be required to start

the APU and for pressure refueling.
PLACARD
Put an APU BATTERY INOPERATIVE placard on the APU control panel.
Verify Main Battery status on the MFD read-out.
Deactivate of APU Battery:

1. On circuit breaker panel CBP-2 open and collar circuit breaker 5E5 (APU CHARGER).
2. Disconnect the harness from the APU battery and lockwire the harness to the battery tray.
NOTE: External DC power will be required to start the APU and for refuelling in the Automatic mode.
The Flight Crew will compute normal runway data calculations per the Airport Analysis Manual. Normal
date assumes APU is in use.
24-32-04 APU Battery Charger A 1 0 (M) May be inoperative provided:

a) Main Battery is operative,
b) Main Battery Charger is operative,
c) APU Battery is considered inoperative after
the APU is started,
-Continued-
are applied when APU is used, and
e) Repairs are made within one flight day.
NOTE: External DC power will be required to start
the APU and for pressure refueling.
PLACARD
Put an APU BATTERY INOPERATIVE placard on the APU control panel.
Verify Main Battery status on the MFD read-out.
Deactivate of APU Battery:

1. On circuit breaker panel CBP-2 open and collar circuit breaker 5E5 (APU CHARGER).
2. Disconnect the harness from the APU battery and lockwire the harness to the battery tray.
NOTE: External DC power will be required to start the APU and for refuelling in the Automatic mode.
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The Flight Crew will compute normal runway data calculations per the Airport Analysis Manual. Normal
date assumes APU is in use.
24-33-01 DC TIE 1/2 “CLOSED” C 2 0 Both may be inoperative.
Switch Lights
PLACARD
Put a “CLOSED” LIGHT INOPERATIVE placard on the TIE 1 and/or TIE 2 Switch Light(s) (as applicable),
located on the ELECTRICAL POWER SERVICES control panel.
24-33-02 DC ESS TIE “CLOSED” C 1 0 May be inoperative.

Switch Light
PLACARD
Put a “CLOSED” LIGHT INOPERATIVE placard on the ESS TIE Switch Light, located on the
ELECTRICAL POWER SERVICES control panel.
24-41-01 External AC Power C 1 0 May be inoperative.

“AVAIL/IN USE” Switch
Light
(Overhead Panel)
PLACARD
Put an “AVAIL” and/or “IN USE” LIGHT INOPERATIVE placard (as applicable) on the AC
Switch Light, located on the ELECTRICAL POWER SERVICES control panel.

“AVAIL /IN USE” Switch
Light
(Service Panel)
-Continued-
PLACARD
Put an “AVAIL” and/or “IN USE” LIGHT INOPERATIVE placard (as applicable) on the EXT
AC PUSH Switch/Light, located on the EXTERNAL SERVICES panel.

System
PLACARD
Put an “AC POWER INOPERATIVE placard on the EXT AC PUSH Switch/Light, located on the
EXTERNAL SERVICES panel.
24-42-01 External C 1 0 May be inoperative.
DC Power
“AVAIL/ IN USE”
Switch Light
PLACARD
Put an “AVAIL” and/or “IN USE” LIGHT INOPERATIVE placard (as applicable) on the EXT
DC PUSH Switch/Light, located on the EXTERNAL SERVICES panel.
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24-42-02 External DC Power C 1 0 May be inoperative.
System
Put an “AC POWER INOPERATIVE placard on the EXT AC PUSH Switch/Light, located on the
EXTERNAL SERVICES panel.
24-50-01 AC Service Bus C 1 0 (M) May be inoperative provided:
a) Lavatory door is locked CLOSED and
placarded “INOPERATIVE – DO NOT
ENTER”,
b) Lavatory is not used for any purpose, and
c) DC “ESS TIE” switch light is selected
CLOSED.
PLACARD
Put an AC SERVICE BUS INOPERATIVE placard on the ELECTRICAL POWER SERVICES

control panel.
Close and lock the Lavatory door from outside and put an INOPERATIVE – DO NOT ENTER placard on
the door.
On the Electrical Power Services panel press in the DC POWER, ESS TIE switch/light, and make sure that
the CLOSED light comes on.
Open and secure the following circuit breaker.
CBP# CB# NAME

2 R2 APU CHARGER
NOTE: With the AC service bus isolated there is no power to the lavatory. Close and lock the lavatory
door.
Flight Crew will notify Cabin Crew and Airport/Customer Service of Lavatory inoperative.
24-50-02 Synoptic Page AC C 1 0 May be inoperative provided:

Service Bus Indication a) “DC TIE ½” and “DC ESS TIE” are not
displayed on EICAS, and
b) DC SERVICE BUS on EICAS is powered

normally.
PLACARD
Put a SYNOPTIC PAGE AC SERVICE BUS INDICATION INOPERATIVE placard below the secondary
EICAS display.
24-51-01 AC ESS XFER “ALTN” C 1 0 May be inoperative.

Switch Light
PLACARD
Put an “ALTN” LIGHT INOPERATIVE placard on the AC ESS XFER Switch Light , located on the
ELECTRICAL POWER SERVICES control panel.
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24-51-02 AC Essential Power B 1 0 May be inoperative provided:
Transfer Relay (K3XD) a) IDG1 and IDG2 are operative,
b) ESS TRU 2 is operative, and
c) EICAS “AC ESS BUS” caution message is
not displayed.
PLACARD
Put an AC ESSENTIAL TRANSFER RELAY INOPERATIVE placard on the ELECTRICAL

POWER SERVICES control panel.
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25 EQUIPMENT / FURNISHINGS
25-00-01 “Fasten Seat Belt While C 50 25 One or more placards may be illegible or missing
Seated” Placards provided a legible sign or placard is readable from
each occupied passenger seat.
PLACARD
Put a “FASTEN SEAT BELT WHILE SEATED” placard to replace the illegible or missing placard on the
windscreen partition.
25-11-01 Pilot seats

1) Lumbar Supports C 2 0 May be inoperative in lowest position provided seat
is acceptable to affected crew member.
PLACARD
Put a LUMBAR SUPPORT INOPERATIVE placard on the PILOT and/or CO-PILOT

seat (as applicable).
2) Arm rests C 4 0 (M) May be inoperative or missing provided:

a) Egress is not impaired; and
b) Seat is acceptable to affected crew member.
PLACARD
Put an ARM REST INOPERATIVE placard on the PILOT and/or CO-PILOT seat (as
applicable).
For an inoperative pilot and/or co-pilot seat arm rest, do as follows:

Secure the affected arm rest in the upright position.
3) Height Adjustments B 2 0 (M) May be inoperative provided:

a) Seat is secured in vertical position
acceptable to affected crew member;
b) Fore/Aft Adjustments are verified operative;
c) Egress is not impaired; and
d) If HGS is installed and required for flight, the
vertical position of the seat must be
acceptable to affected crew member.
PLACARD
Put a HEIGHT ADJUSTMENTS INOPERATIVE placard on the PILOT and/or

CO-PILOT seat (as applicable).
Secured seat in vertical position acceptable to affected crew member.
4) Fore/Aft Adjustments B 2 0 (M) May be inoperative provided:

a) Seat is secured in fore/aft position
acceptable to affected crewmember,
b) Height Adjustment is verified operative, and
c) Egress is not impaired.
PLACARD
Put a FORE/AFT ADJUSTMENTS INOPERATIVE placard on the PILOT and/or
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Secured seat in position acceptable to affected crew member.
25-11-01 Pilot seats

5) Recline Adjustments B 2 0 May be inoperative provided backrest is secured in
position acceptable to affected crewmember.
PLACARD
Put an RECLINE ADJUSTMENTS INOPERATIVE placard on the PILOT and/or

Secured seat in position acceptable to affected crew member.
6) Thigh Supports C 2 0 May be inoperative provided seat is acceptable to

affected crew member.
PLACARD
Put a THIGH SUPPORTS INOPERATIVE placard on the PILOT and/or CO-PILOT seat (as applicable).
25-12-01 Observer’s Seat a) B 1 0 (M) May be inoperative except when required by a

(including associated person in an official capacity provided the
equipment) seat is removed, stowed, or secured in the
retracted position.
NOTE: Associated equipment includes shoulder

harness, lap belt, Audio Control Unit, RT/IC
Switches, and Observer’s Oxygen System
b) D 1 0 May be inoperative provided:

a) The seat is not required to be occupied in a
official capacity for extended periods of time,
and
b) The seat is removed, stowed, or secured in
the retracted position.
PLACARD
1. Put an OBSERVER SEAT INOPERATIVE placard on the observer’s seat

2. If required, put a FOR FLIGHT CREW USE ONLY placard on the passenger seat designated for flight
crew use.
If required, the seat designated for flight crew use is the seat that gives the easiest access to the flight
crew’s specified duties.
25-18-01 Cockpit Sunvisors a) C 2 1 May be inoperative provided affected sunvisor does

not obstruct either pilot’s field of view for take-off and
landing.
-Continued- C 2 0 May be inoperative or removed provided:

b) a) Affected sunvisor does not obstruct either
pilot’s field of view for take-off and landing,
and
b) Aircraft is operated at night.
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PLACARD
Put a COCKPIT SUNVISOR INOPERATIVE placard on the head liner.
25-18-02 Cockpit Chart Holders C 4 2 One holder may be inoperative or missing on each
(Control Column and side provided the holder is acceptable to affected
Window) crewmember.
B 2 1 One holder may be inoperative or missing provided

the EFB on the same side is operative.
PLACARD
For an inoperative Cockpit Chart Holder, put the appropriate placard as follows:
1. Put a CONTROL COLUMN CHART HOLDER INOPERATIVE placard on the control column, and/or
2. Put a SIDE WINDOW CHART HOLDER INOPERATIVE placard on the side console.
For an inoperative cockpit chart holder, do as follows:
1. Remove the affected control column chart holder (refer to the AMM TASK 33-13-13-000-801).
2. Remove the affected side window chart holder (refer to the AMM TASK 25-18-13-000-801).
25-21-01 Passenger Seats D 50 25 (O) 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) is blocked and placarded
“DO NOT OCCUPY”.
NOTE 1: A seat with an inoperative seat belt is

NOTE 2: Affected seat(s) may include the seat(s)
behind and/or adjacent outboard seats.
PLACARD
For an inoperative passenger seat, put a DO NOT OCCUPY placard on the inoperative seat.
For an inoperative Passenger Seat, do as follows:

(1) Make sure the folding armrests are in the down position.
(2) Extend two pieces of tape from one armrest to the other in such a way as to produce an X.
1) Recline Mechanism a) C 50 25 May be inoperative and seat occupied provided

seatback is immovable in full upright position.
PLACARD
For an inoperative passenger seat recline mechanism, put a RECLINE MECHANISM INOPERATIVE
placard over the open mounting hole of the armrest.
-Continued-
b) D 50 25 (M) May be inoperative and seat occupied provided
seat is secured in the up-right position.
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For an inoperative seat back recline mechanism, do the deactivation of the passenger Seat-Back Recline-
Mechanism (refer to the AMM TASK 25-21-00-040-801).
2) Underseat Baggage C 25 5 (O) May be inoperative provided:

Restraining Bars a) Baggage is not stowed under seat or bank of
seats,
b) Seat back is placarded “DO NOT STOW
BAGGAGE UNDER THIS SEAT”,
c) Restraining bar does not restrict any
passenger from access to the main aircraft
aisle or emergency exit, and
d) Procedures are established to alert crew
members of an inoperative or missing
restraining bar.
PLACARD
For an inoperative passenger seat underseat baggage restraining bar, put a DO NOT STOW BAGGAGE
UNDER THIS SEAT placard on the passenger back seat in the affected bank of seats.
For an inoperative underseat baggage restraining bar, do as follows:

(1) Make sure that the damaged restraining bar does not create a safety concern, call maintenance crew if
required.
(2) Remove present procedure for inoperative under seat baggage restraining bars.
3) Armrest
a. Armrest with Recline D 25 5 (M) May be inoperative or missing and seat occupied
Mechanism 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) If armrest is missing, seat is secured in the
full upright position.
b. Armrest without D 25 5 May be inoperative or missing and seat occupied
Recline Mechanism provided:
a) Armrest does not block an Emergency Exit;
and
b) Armrest does not restrict any passenger from
access to the main aircraft aisle.
c. Downlock D 25 5 May be inoperative and seat occupied provided:

Mechanism a) Armrest does not block an Emergency Exit;
and
b) Armrest does not restrict any passenger from
access to the main aircraft aisle.
PLACARD
For an inoperative passenger seat armrest/downlock mechanism, put an ARMREST INOPERATIVE placard
on the affected armrest.
-Continued-
Secure the inoperative seatback recline mechanism in the upright position.
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25.23.01 Overhead Storage C 30 15 (M) May be inoperative provided:
Bin(s)/Cabin and Galley a) Procedures are established to secure
Storage bins/compartments/closets CLOSED,
Compartment/Closets b) Associated bin/compartment/closet is
prominently placarded DO NOT USE,
c) Any emergency equipment located in
affected bin/compartment/closet is
considered inoperative, and
d) Affected bin/compartment/closet is not used
for storage of any item(s) except for those
permanently affixed.
NOTE 1: If no partitions are installed, the entire

overhead stowage compartment is
considered to be one bin or compartment.
NOTE 2: An inoperative lid/door latch renders the
lid/door inoperative.
C 30 15 (M)(O) May be inoperative provided:

a) Affected bin/compartment/closet door(s) is
removed,
b) Associated bin/compartment/closet is not
used for storage of any item, except those
permanently affixed,
c) Associated bin/compartment/closet is
prominently placarded DO NOT USE,
d) Procedures are established and used to alert
crew members and passengers of
inoperative bins/compartments/closets, and
e) Passengers are briefed that associated
bin/compartment/closet is not used.
NOTE 1: If no partitions are installed, the entire

overhead stowage compartment is
considered to be one bin or compartment.
NOTE 2: Any emergency equipment located in the
associated compartment (permanently
affixed) is available for use.
NOTE 3: An inoperative lid/door latch renders the
lid/door inoperative.
PLACARD
Put an INOPERATIVE – DO NOT USE placard on the inoperative unit.
For an inoperative Overhead Storage Bin(s)/Cabin and Galley Storage Compartment/Closets, do the
deactivation of the overhead stowage compartment door (refer to the AMM TASK 25-23-00-040-801).
For an inoperative storage compartment/closet with a ¼ turn retainer, do the deactivation of the storage
compartment/closet with a ¼ turn retainer (refer to the AMM TASK 25-23-00-040-802).
For an inoperative storage compartment/closet without a ¼ turn retainer, do the deactivation of the galley
storage compartment/closet without a ¼ turn retainer (refer to the AMM TASK 25-23-00-040-803).
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For an inoperative Overhead Storage Bin(s)/Cabin and Galley Storage Compartment/Closets with
emergency equipment installed, consider that emergency equipment inoperative and apply associated
limitation for that emergency equipment.
NOTE: If there is no relief for a particular emergency equipment, dispatch is not permitted.
For an inoperative Overhead Storage Bin(s)/Cabin and Gallery Storage Compartment/Closets as follows:
(1) Procedures are established and used to alert crew members and passengers of inoperative bins.
(2) Procedures are established and used to brief that associated bin or compartment is not used.
25-32-01 Galley/Cabin Waste C 1 0 (M)(O) May be inoperative provided:

Receptacles Access a) Container is empty and the access is secured
Doors/Covers 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 a flight
PLACARD
Put a GALLEY WASTE RECEPTACLE ACCESS DOORS INOPERATIVE placard on the galley work counter.
Make sure that the affected container(s) is empty and secured to prevent waste introduction into the
compartment.
Procedures to be established and used by the operator to ensure that all waste that may be generated on a
flight can be stored safely.
25-40-01 Lavatory Door Ashtray - 0 0 Not in use.
25-40-02 Lavatory Waste C 1 0 (M)(O)May be inoperative or missing provided:

Compartment a) Lavatory waste receptacle is empty,
Access Door / Flap b) Waste compartment access is secured to
Assembly prevent waste introduction,
c) Waste compartment is placarded
“INOPERATIVE – DO NOT USE”,
d) Lavatory Smoke Detection System operates
normally, and
e) Alternate procedures are established to
dispose of waste generated by lavatory use.
PLACARD
Put a LAVATORY WASTE ACCESS DOORS INOPERATIVE placard on the galley work counter.
Make sure that the affected container(s) is empty and secured to prevent waste introduction into the
compartment.
Procedures to be established and used by the operator to ensure that all waste that may be generated on a
flight can be stored safely.
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25-40-03 Lavatory A 1 1 Must be installed and legible.
NO SMOKING Placards
NOTE: A temporary placard may be used to
dispatch an aircraft to a station where
normal placards are available.
25-42-01 Lavatory Door Springs C 1 0 (O) May be inoperative or missing provided:

a) Door is verified operative (open and close)
without interference;
b) Associated lavatory door is locked before
each takeoff and landing; and
c) Alternate procedures to close door(s) when
required, are established and used.
PLACARD
Put a LAVATORY DOOR SPRINGS INOPERATIVE placard on the lavatory door
Close and lock door manually when “SEAT BELT” sign is on.
25.51.02 Cargo Compartment C 1 0 May be damaged or missing provided affected cargo

Door Restraint Nets compartment is empty.
(Including associated
equipment)
C 1 0 (M) May be damaged or missing provided cargo in

affected cargo compartment is secured.
NOTE: Associated equipment includes snap

latches, restraint net brackets and floor pan
fitting rings/posts.
PLACARD
For inoperative cargo compartment door restraint nets with cargo compartment empty, do as follows:
(1) Put an AFT CARGO COMPARTMENT INOPERATIVE placard on the AFT CARGO COMPARTMENT
door.
For inoperative cargo compartment door restraint nets when cargo is carried, do as follows:
(1) Put an AFT CARGO COMPARTMENT DOOR RESTRAINT NET(S) INOPERATIVE placard on the AFT
CARGO COMPARTMENT door.
For inoperative cargo compartment restraint nets (including associated equipment) when
cargo is carried, do as follows:
(1) Alternate procedures to secure cargo in the affected cargo compartment before each flight to be
established and used by operator.
(2) Make sure that all of the inoperative associated equipment (as described in the proviso) is installed
correctly.
(3) For an affected floor panel fitting ring/post, make sure that the floor panel fitting plate is installed.
25.51.03 Aft Cargo Compartment - 0 0 Not Fitted.
Dividing Nets (including
associated equipment)
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25-52-01 Cargo Compartment C 20 0 May be damaged (punctured, torn or deformed)
Liners and Floor Panels provided the cargo compartment is empty.
fiberglass or kevlar) of sand or ingots of non-
magnetic metals (such as lead) is acceptable).
PLACARD
Put a CARGO COMPARTMENT INOPERATIVE, DO NOT USE placard on the cargo compartment door.
Vissually verify that cargo compartment is empty and notify Flight Crew.
NOTE: 1. CemAir consider sandbags to be suitable for ballast.

NOTE: 2. CemAir does not utilize Fly Away Kits.
25.61.02 First Aid Kit (FAK) and/or

Associated Equipment D 2 1 (O) Any kit or items contained in excess of those
required by Regulations may be incomplete or
missing provided:
a) Required distribution is maintained, and
b) Procedures are established to alert crew
members of missing or incomplete kits.
First Aid Kit Seal A 2 1 (O) Seal affixed on the exterior of any required first
aid kit may be missing or broken for three flight days
-Continued- provided:
a) First Aid Kit is fully equipped or the kit has a
maximum of one missing item,
b) First Aid Kit includes a list of its contents,
c) Inventory is taken on the content of the kit
prior to departure, and
d) Procedures are established to alert crew
members of the missing or broken seal and
to perform an inventory under proviso c).
PLACARD
Put a FIRST AID KIT INCOMPLETE OR MISSING placard on the access door or panel where the kit is
usually stowed.
If the security seal is found broken or missing at a field station where maintenance is not available, the Flight
Attendant shall inventory the kit using the contents list on the kit. If all items are present and intact, the flight
may continue. The Flight Attendant will re-seal the kit, using seals stored in the galley, and advise the Captain.
When arriving at a Maintenance Base the Captain will notify maintenance and make an entry in the aircraft
flight discrepancy log.
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25.61.03 Fire Protection Gloves D 2 1 May be missing or damaged
PLACARD
Put a FIRE PROTECTION GLOVES MISSING placard on the access door or panel where
the gloves are usually stowed.
25.61.04 Flashlights / Flashlight

Holders
1) Flashlights C 3 1 (O) May be inoperative or missing provided a

flashlight of equivalent characteristics is readily
available.
2) Flashlight Holders C 3 1 (M)(O) May be inoperative or missing provided

alternate stowage means are provided.
PLACARD
Put a FLASHLIGHT or FLASHLIGHT HOLDER INOPERATIVE placard on or near the inoperative flashlight
or missing holder.
For flashlight holder inop, store, flashlight in same compartment as the first aid kit.
The Flight Crew shall verify that any flashlight to be used in lieu of an inoperative or missing flashlight is of
equivalent characteristics (i.e. having a ruggedized, electrical insulated exterior, uses two “D” size batteries,
and has a shatter resistant lens and reflector) that is in good condition, has fresh batteries, and is functioning
properly. This flashlight is not to be stowed in a passenger seat back pocket.
25.62.01 Emergency Locator A 1 0 (M) May be inoperative provided:

Transmitter (ELT) a) System is deactivated; and
b) Repairs are made within 90 days.
See Appendix A for reference to
CAR 91.04.23
Remove inoperative ELT as per MM Task
25.64.01 Flotation Equipment C 58 28 May be missing or inoperative provide the seat is not
(Crew and Passenger) occupied.

CAR 91.04.24
25.70.01 Passenger Convenience / C 3 0 Passenger convenience items, as expressed in this

NEF Items MMEL, are those related to passenger convenience,
1) Passenger comfort or entertainment such as, but not limited to,
Convenience Items galley equipment, movie equipment, ashtrays, stereo
equipment, overhead reading lamps.
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Items addressed elsewhere in this document shall
not be included. (M) and (O) procedures may be
required and included in the air carrier’s appropriate
document.
NOTE 1:LAVATORY DOOR ASHTRAYS ARE NOT

CONSIDERED CONVENIENCE ITEMS.
NOTE 2:Galley equipment restraining devices such
as latches, etc. must be serviceable or the
compartment must not be used for storage
and placarded INOPERATIVE – DO NOT
USE.
NOTE 3:Audio or audio-visual entertainment
equipment which is used as the sole means
of providing safety briefings and
demonstrations is not considered a
2) Non-Essential passenger convenience item.
Equipment and
Furnishings (NEF) C 3 0
May be inperative, damaged or missing provided
that the item(s) is deferred in accordance with the
operator’s defect rectification and control
procedures. The NEF policies are outlined in the
operator’s Maintenance Control Manual. (M) and (O)
procedures, if required, must be available to the
flight crew and included in the operator’s appropriate
document.
NOTE: LAVATORY DOOR ASHTRAYS ARE NOT

CONSIDERED CONVENIENCE ITEMS.
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26. FIRE PROTECTION
26.11.01 Engine Fire Detection C 4 2 One Loop (A or B) may be inoperative, on each
Loops engine provided fire detection switch is selected to
the operative loop.
PLACARD
Put a L (or R) ENGINE FIRE DETECTION LOOP A INOPERATIVE or a L (or R) ENGINE FIRE
DETECTION LOOP B INOPERATIVE (as applicable) placard on the FIRE DETECTION/FIREX MONITOR
panel.
26.11.02 Jet Pipe Fire Detection C 4 2 One Loop (A or B) may be inoperative, on each
Loops engine provided fire detection switch is selected to
the operative loop.
PLACARD
Put a L (or R) JET PIPE FIRE DETECTION LOOP A INOPERATIVE or a L (or R) JET PIPE FIRE
DETECTION LOOP B INOPERATIVE (as applicable) placard on the FIRE DETECTION/FIREX MONITOR
panel.
26.12.01 APU Fire Detection Loops C 2 1 (M) One loop (A or B) may be inoperative provided
APU fire detection switch is selected to the operative
loop.
C 2 0 Both loops A and B may be inoperative provided

APU is considered inoperative.
PLACARD
For one inoperative APU fire detection loop (A or B), do as follows:

(1) Put an APU FIRE DETECTION LOOP A INOPERATIVE or an APU FIRE DETECTION LOOP B
INOPERATIVE (as applicable) placard on the FIRE DETECTION/FIREX MONITOR panel.
For two inoperative APU fire detection loops (A and B), do as follows:
(1) Put an APU FIRE DETECTION LOOP A and B INOPERATIVE placard on the FIRE
DETECTION/FIREX MONITOR panel.
(2) Put an APU INOPERATIVE placard on the APU control panel.
Deactivation of APU
With AC power applied to the aircraft, on the APU control panel push the PWR FUEL switch/light to the OFF
position.
On the secondary EICAS display, make sure that the DOOR CLSD status message is displayed.
On the circuit breaker panel CBP-1 open and collar circuit breaker #N12 (APU ECU).
Flight Crew will select the APU Fire Detection Loop switch to the operative fire detection loop.
NOTE:
Do not operate the APU Fire Test Switch. This will prevent inadvertent APU Fire Bottle discharge.
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26.12.02 APU Fire Warning Horn C 1 0 May be inoperative provided a qualified operator
remains in the cockpit to monitor the APU Fire
Warning System while the APU is running.
PLACARD
Put an APU FIRE WARNING HORN INOPERATIVE placard on the FIRE DETECTION/MONITOR panel.
26.14.01 Main Landing Gear Bay B 1 0 (O) May be inoperative provided:

Overheat Detection a) MLG BAY OVHT warning message is not
System displayed;
b) EICAS Brake Temperature Monitoring
Readouts are operative;
c) Landing gear is left extended for a minimum
of ten minutes after take-off;
d) Take-off performance is in accordance with
AFM Supplement (Flight with Landing Gear
Down); and
e) Take off is not conducted in icing conditions.
NOTE: In case of engine failure after V1,

performance is the prime consideration
and landing gear should be retracted
normally until performance penalty with
gear down is not a problem.
B 1 0 (M)(O) May be inoperative provided:

a) System is deactivated;
b) EICAS Brake Temperature Monitoring
Readouts are operative;
c) Landing Gear is left extended for a minimum
of ten minutes after take-off;
d) Take-off performance is in accordance with
AFM Supplement (Flight with Landing Gear
Down); and
e) Take-off is not conducted in icing conditions.
NOTE: In case of engine failure after V1,

performance is the prime consideration
and landing gear should be retracted
normally until performance penalty with
gear down is not a problem.
PLACARD
Put a MAIN LANDING GEAR BAY OVERHEAT DETECTION SYSTEM INOPERATIVE placard on the
LANDING GEAR CONTROL panel.
For an inoperative Main Landing Gear Bay Overheat Detection System, with the MLG BAY OVHT warning
message that shows on the EICAS primary page, do as follows:
(1) Open and collar the circuit breaker that follows:
CBP# CB# NAME

2 N9 MLG BAY OVHT DET
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Verify EICAS Brake Temperature Monitoring Readouts are operative. To comply with proviso c) above
consider the gear locked in the down position for computing takeoff performance.
NOTE:
Advise ATC prior to takeoff of 200 kt speed restriction until 10 minutes after takeoff.
Prior to takeoff:
Check the BRAKE TEMP and make a record of the temperature indication.
After takeoff:
Accelerate to no more than 200 kts. DO NOT RETRACT LANDING GEAR.
10 Minutes after takeoff:

Monitor BRAKE TEMP indications. If temperature indication is less than temperature prior to takeoff, reduce
speed to below 200kts then retract gear and continue flight.
NOTE:
Gear retraction at higher than normal speeds will cause the landing gear to retract at a much slower rate than
normal.
If temperature indication is greater than the recorded temperature, land at nearest suitable airport.
A 1 0 (M) May be inoperative provided:

a) Operations are conducted in accordance
with AFM Supplement (Flight with Landing
Gear Down);
b) Ground lock pins are installed to ensure that
all three landing gears are locked down
throughout flight;
c) Operations are not conducted in known or
forecast icing conditions;
d) In-flight performance information given in
the flight Planning and Cruise Control
manual is used;
e) Extended overwater operations are
prohibited;
f) Both headsets are worn; and
g) Repairs are made within one flight day.
PLACARD
Put a DO NOT OPERATE placard on the LANDING GEAR CONTROL panel.
Make sure that the ground lock pins are installed in the landing gears (refer to AMM TASK 10-11-00-400-801
and 10-11-00-400-802).
This procedure would be used in conjunction with EICAS Brake Temperature Monitoring readouts
inoperative.
To comply with proviso (a) above and operate in accordance with AFM Supplement (Flight With Landing
Gear Down) do as follows:
-Continued-
• No known or forecast icing.
• Maximum airspeed is 250 KIAS
• Both main and nose landing gear are locked down with locking pins.
• Both headsets are worn.
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All normal and emergency procedures remain the same except all performance must be reworked to account
for the gear down. Contact dispatch to obtain the takeoff performance and landing performance.
NOTE:
It is acceptable to verbally receive the appropriate penalties from your dispatcher.
Enroute performance and fuel burns are computed by dispatch using information obtained from the Flight
Planning and Cruise Control Manual and the AFM.
26.15.01 Cargo Compartment C 2 0 (M) Both may be inoperative provided cargo

Smoke Detectors compartment is empty.
fiberglass or kevlar) of sand or ingots of non-
magnetic metals (such as lead) is acceptable)
Deactivate cargo smoke detector IAW current AMM. Ref. 26-15-00-040-801.

Ensure remaining cargo smoke detector is operative prior to each flight.
a) A/c without ModSum C 2 1 (M)(O) Forward smoke detector may be inoperative

TC601R101264 provided aft smoke detector is verified operative prior
to each flight.
PLACARD
Put a CARGO COMPARTMENT SMOKE DETECTOR NORMAL (and/or STANDBY) INOPERATIVE placard
(as applicable) on the CARGO FIREX panel.
Deactivate cargo smoke detector IAW current AMM. Ref. 26-15-01-040-801.
The flight crew will visually verify that the cargo compartment is empty except for ballast (sandbags) prior to
each flight.
NOTE 1: Cemair considers sandbags to be suitable for ballast.

NOTE 2: Cemair does not utilize Fly Away Kits.
26.16.01 Lavatory Smoke C 1 0 (M)(O) For each lavatory, the lavatory smoke
Detection System detection system may be inoperative provided:
a) Lavatory is not used by passengers for any
purpose,
b) Lavatory waste receptacle is empty,
c) Lavatory door is locked CLOSED and
placarded “INOPERATIVE – DO NOT
ENTER”,
d) Access to waste receptacle from outside the
lavatory must be secured CLOSED and
placarded “INOPERATIVE – DO NOT USE”,
e) Lavatory is used only by aircraft crew, and
f) In-flight service waste bags are not stored in
the lavatory.
NOTE 1: For the purpose of this item “aircraft crew”

is considered to be flight crew members,
flight attendants, aircraft maintenance
personnel and supervisory crew members.
NOTE 2: The above-mentioned provisos are not
intended to pleclude crew member
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lavatory inspections, which must be
detailed in the (O) procedures.
PLACARD
For an inoperative lavatory smoke detection system, do as follows:

(1) Put a LAVATORY SMOKE DETECTION SYSTEM INOPERATIVE placard adjacent to the EICAS primary
display.
(2) Put an INOPERATIVE – DO NOT USE placard on the waste bin flap door.
(3) Put an INOPERATIVE DO NOT ENTER placard on the lavatory door.
Make sure the lavatory waste bin is empty. Close and lock the lavatory door. Install Placard INOPERATIVE
– DO NOT ENTER”.
During the pre-flight cabin check:

Make sure the lavatory waste bin is empty and that the lavatory is not used for any stowage, then close and
lock the lavatory door.
Lavatory may be used by crew members.
26.22.01 APU Fire Extinguishing C 1 0 May be inoperative provided APU is considered
System inoperative.
PLACARD
Put a APU FIRE EXTINGUISHING SYSTEM INOPERATIVE placard on the PILOTS SWITCH/LIGHT
panel.
26.23.01 Portable Fire D 3 2 Any in excess of those required by regulations may

Extinguishers be inoperative or missing provided:
See Appendix A for reference to a) Inoperative fire extinguisher is removed from
CATS OPS 91.04.21 the passenger cabin or flight compartment
and its location is placarded INOPERATIVE,
or it is removed from the installed location,
secured out of sight and the fire extinguisher
and its installed location are placarded
INOPERATIVE,
b) Required distribution is maintained, and
c) Procedures are established to alert crew
members of missing or inoperative fire
extinguishers.
PLACARD
For an inoperative portable fire extinguisher, do as follows:
-Continued-
(1) Put an INOPERATIVE placard on the fire extinguisher.
(2) Put a FIRE EXTINGUISHER INOPERATIVE placard on the mounting bracket.
26.25.01 Cargo Compartment Fire C 2 0 May be inoperative provided procedures are

Extinguishing System established and used to ensure the cargo
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.
NOTE: Operator MELs must define which items are

approved for inclusion in the Fly Away Kits,
and which materials can be used as ballast.
B 2 1 One may be inoperative provided:

a) Cargo fire test is performed before each
departure, and
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b) Repairs are made within three flight days.
PLACARD
Put a CARGO COMPARTMENT FIRE EXTINGUISHING SYSTEM INOPERATIVE placard on the CARGO
FIREX panel.

26.25.02 Cargo Compartment Fire A 4 3 (O) One may be inoperative provided:

Extinguisher Squibs a) Cargo fire test is performed prior to each
flight; and
C 4 0 All may be inoperative provided procedures are

established and used to ensure the cargo
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.
NOTE: Operator MELs must define which items are

approved for inclusion in the Fly Away Kits,
and which material scan be used as ballast.
PLACARD
Put a CARGO COMPARTMENT FIRE EXTINGUISHER NORMAL SQUIB (or STANDBY SQUIB) (or
STANDBY AND NORMAL SQUIBS) INOPERATIVE placard (as applicable) on the CARGO FIREX panel.
The Cargo Fire test will be performed prior to each departure.

26.26.01 Lavatory Fire
Extinguishing System
-Continued- C 1 0 For each lavatory, the lavatory fire extinguishing
system may be inoperative provided Lavatory Smoke
Detection System operates normally.
PLACARD
Put a LAVATORY FIRE EXTINGUISHING SYSTEM INOPERATIVE placard adjacent to the EICAS primary
display.
C 1 0 (M)(O) For each lavatory, the lavatory fire

extinguishing system may be inoperative provided:
a) Lavatory is not used by passengers for any
purpose,
b) Lavatory waste receptacle is empty,
c) Lavatory door is locked CLOSED and
placarded “INOPERATIVE DO NOT ENTER”,
d) Access to waste receptacle from outside the
lavatory must be secured CLOSED and
placarded “INOPERATIVE – DO NOT USE”,
and
e) Lavatory is used only by aircraft crew.
NOTE: For the purpose of this item “aircraft crew”

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B 1 0 (O) May be inoperative for non-passenger carrying
operations provided:
a) Aircraft crews are the only occupants of the
aircraft, and
b) Occupants are briefed as to which lavatory
fire extinguishing system(s) is/are
inoperative.
NOTE 1: The abovementioned provisos are not

intended to preclude crew member
lavatory inspections which must be
detailed in the (O) procedures.
NOTE 2: For the purpose of this item “aircraft crew”
PLACARD
Put a LAVATORY FIRE EXTINGUISHING SYSTEM INOPERATIVE placard adjacent to the EICAS primary
display.
For an inoperative lavatory fire extinguishing system and an inoperative lavatory smoke detection system,
do as follows:
(1) In the lavatory, open the waste bin access door and make sure that the waste bin is empty.
(2) Close the waste bin access door.
(3) Close and lock the lavatory door.
-Continued-
For an inoperative lavatory fire extinguishing system and an inoperative lavatory smoke detection system
do as follows:
During the pre flight cabin check

(2) Make sure the lavatory waste bin is empty and that the lavatory is not used for any stowage, then
close and lock the lavatory door.
During flight
(2) Crew to establish a procedure to inspect the lavatory at a regular interval.
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INTENTIONALLY BLANK
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27. FLIGHT CONTROLS
27.00.01 PULL & TURN Placards C 2 0 May be illegible or missing provided a readily visible
label stating PULL & TURN is installed.
27.12.01 Aileron Trim System B 1 0 May be inoperative provided:
a) Autopilot is operative;
b) Both Power Crossflow SAVs are operative;
and
c) Aileron trim system is centered.
PLACARD
Put an AILERON TRIM SYSTEM INOPERATIVE placard on the AILERON/RUDDER TRIM control panel.
27.15.01 EICAS LH and RH Aileron C 1 0 (M) May be inoperative provided visual inspection of
Control Surface Position affected control surface for correct operation is
Indication made before each departure.
PLACARD
Put an AILERON POSITION INDICATOR INOP placard below the EICAS secondary display.
Before each departure.

Do a visual check of the elevator control surface movement as follows:
(1) Establish communication between flight deck and ground crew.
NOTE: Two qualified persons are required for the subsequent steps, one to move the controls in the
cockpit and the other, to view the control surface movement.

(3) Pressurize hydraulic system 3.
(4) Makes sure that the elevator moves smoothly and continuously as follows:
(a) Inside the cockpit, announce “pulling control column” to the person outside the aircraft.
(b) Inside the cockpit, pull the pilot’s control column very slowly to its maximum.
(c) Inside the cockpit, make sure that the control column moves smoothly and continuously.
(d) Outside the aircraft, make sure that the elevator moves up freely.
(e) Inside the cockpit, announce “control column pulled to its maximum” to the person outside the
aircraft.
(f) Outside the aircraft, make sure that the elevator has stopped at the same time it was announced by
the cockpit.
(g) Inside the cockpit, announce “pushing control column” to the person outside the aircraft.
27.15.02 Aileron Flutter Dampers A 4 2 (O) One per surface may indicate low reservoir fluid
provided:
a) Each individual PCU is verified operative
prior to further flight; and
b) Repairs are made within one flight day.
PLACARD
Put an AILERON FLUTTER DAMPER RESERVOIR FLUID LOW placard below the EICAS secondary
display.
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-Continued-
(1) Make sure that the aircraft is energized with AC electrical power.
(2) Pressurize hydraulic system 1 and 2 (or 3).
NOTE: Do this check two times, once with the hydraulic systems 1 and 2 pressurized and again with
only hydraulic system 3 pressurized. This will make sure that the PCUs for each aileron are checked
individually.
(3) On the EICAS control panel (ECP), push the F/CTL pushbutton to get access to the FLIGHT
CONTROLS synoptic page on the EICAS secondary page.
(4) Monitor the movement of the control wheel and aileron surface as follows:
(a) Move the pilot and co-pilot control wheels full left and full right and make sure that the aileron
movement is smooth and continuous.
(b) On the EICAS secondary page, make sure that the aileron indication moves to LWD and RWD.
(c) Release the control wheel and make sure that the control wheel and aileron indication return back
to neutral.
(d) If the EICAS aileron control surface position indication is inoperative, do as follows:
1. Use personnel as required to do the visual check of the aileron surfaces.
2. Use an external headset or a suitable communication procedure to communicate to the flight
deck.
3. Establish an alternate visual procedure to make sure that the aileron surface has full free
movement up and down.
4. When the control wheel is released, make sure that the control wheel and the aileron surfaces
return to neutral.
(5) Depressurize hydraulic system 1 and 2.
(7) Do this check again with only system 3 pressurized.
(8) Configure the aircraft for flight as required.
27.24.01 EICAS Rudder Control C 1 0 (M) May be inoperative provided visual inspection of
Surface Position Indication affected control surface for correct operation is
made before each departure.
PLACARD
Put an EICAS RUDDER CONTROL SURFACE POSITION INDICATION INOPERATIVE placard below the
secondary EICAS display.
Prior to each departure:

1. Visually verify tow bar is not connected and nose area is clear of ground personnel.
2. Pressurize hydraulic system #3.
3. Verify Nose Wheel Steering is OFF.
4. Push the rudder pedal full left and full right and visually confirm that the surface fully deflects in the proper
direction and returns to the NULL position.
27.24.02 Rudder Pedal Adjustment C 2 1 (O) One may be inoperative provided:

Systems a) Pedals are in position acceptable to
affected crew member;
b) EICAS Rudder Control Surface Position
Indication is operative; and
c) Rudder and brake pedals are checked for
full and unrestricted movement at both pilot
stations.
PLACARD
Put an L and/or R RUDDER PEDAL ADJUSTMENT SYSTEM(S) INOPERATIVE placard above the
-Continued-
STANDBY ATTITUDE INDICATOR.
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If required, adjust the rudder pedals of the affected crewmember as per the alternative method for the
adjustment of the position of the rudder pedals (refer to the AMM TASK 27-21-01-820-801).
For an inoperative rudder pedal adjustment system, do as follows at both pilot stations:
(1) On the EICAS Control Panel (ECP), push the F/CTL pushbutton to get access to the FLIGHT
CONTROLS synoptic page on the EICAS secondary page.
(2) Make sure that the pilot and co-pilot rudder pedals move fully and are not restricted in their movement
as follows:
(a) Look at the FLIGHT CONTROL synoptic page.
(b) Push on the left rudder pedal to its maximum deflection.
(c) On FLIGHT CONTROL synoptic page, make sure that the Rudder Position Indicator shows that the
rudder deflects to the left with freedom and at full range.
(d) Push on the right rudder pedal to its maximum deflection.
(e) On FLIGHT CONTROL synoptic page, make sure that the Rudder Position Indicator shows that the
rudder deflects to the right with freedom and at full range.
(3) On the ECP, push the STAT pushbutton to go back to the EICAS secondary page.
27.34.01 EICAS Elevator Control C 1 0 (M) May be inoperative provided visual inspection of
Surface Position Indication affected control surface for correct operation is
made before each departure.
PLACARD
Put an EICAS ELEVATOR CONTROL SURFACE POSITION INDICATION INOPERATIVE placard below
the secondary EICAS display.
Before each departure.

Do a visual check of the elevator control surface movement as follows:
(1) Establish communication between flight deck and ground crew.
NOTE: Two qualified persons are required for the subsequent steps, one to move the controls in the
cockpit and the other, to view the control surface movement.

(4) Makes sure that the elevator moves smoothly and continuously as follows:
(a) Inside the cockpit, announce “pulling control column” to the person outside the aircraft.
(b) Inside the cockpit, pull the pilot’s control column very slowly to its maximum.
(c) Inside the cockpit, make sure that the control column moves smoothly and continuously.
(d) Outside the aircraft, make sure that the elevator moves up freely.
(e) Inside the cockpit, announce “control column pulled to its maximum” to the person outside the
aircraft.
(f) Outside the aircraft, make sure that the elevator has stopped at the same time it was announced by
the cockpit.
(g) Inside the cockpit, announce “pushing control column” to the person outside the aircraft.
27.35.01 Stall Warning Switch Lights C 2 1 (O) May be inoperative provided shaker and pusher
(light function only) are checked operative prior to each flight.
-Continued-
PLACARD
Put a “STALL” LIGHT INOPERATIVE placard on the pilot (or co-pilot) STALL WARNING Switch (as
applicable), located on the pilot (or co-pilot) SWITCH panel.
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Before each flight, perform an operational test of the stall protection system to ensure that the shaker and
pusher are operative.
NOTE: Only one STALL light will be flashing during this test.
27.51.01 Flap Electronic Control

Unit (FECU) Channel
1) A/c without ModSum C 2 1 May be inoperative provided Flap Power Drive Unit
TC601R15447 Motor on the opposite side is operative.
or
TC601R15318 NOTE: Flap will operate at half-speed.
a) Flap Power Drive B 2 1 May be inoperative provided:

Unit (PDU) Motors a) Flap Power Drive Unit Motor on the
opposite side is operative; and
b) Skew Detection System is considered
inoperative
NOTE:
Flap will operate at half-speed.
2) A/c with ModSum - 0 0 Not Fitted

TC601R15447
Or
TC601R15318
PLACARD
Put a FECU CHANNEL INOPERATIVE placard beside the FLAP CONTROL LEVER.
27.51.03 Skew Detection System - 0 0 Not Fitted

(600-2B19) with ModSum
TC601R15447or
TC601R15318)
27-54-01 Flap Position

Potentiometers
A/c without ModSum
TC601R15447 or C 2 1 (M) May be inoperative provided affected
TC601R15318 potentiometer is deactivated.
PLACARD
Put a FLAP POSITION POTENTIOMETER INOPERATIVE placard below the primary EICAS display.
For an inoperative flap position potentiometer, carry out the procedure to deactivate the flap position
-Continued-
Potentiometer (refer to the AMM TASK 27-54-00-040-801).
27.60.01 EICAS Ground Spoilers C 4 0 (M) Any may be inoperative provided:

Control Surface Position a) GLD auto and manual modes are visually
Indications verified operative prior to each flight; and
b) GLD spoilers are verified stowed before
each flight.
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PLACARD
Put a GROUND SPOILERS EICAS CONTROL SURFACE INDICATION INOPERATIVE placard below the
Prior to each takeoff verify the GLD Manual and Auto mode is operative:
a. In the Main Avionics Compartment, select the test mode on the PSEU.
b. From the menu, select “system test”.
c. Verify that only the following messages (one or more) appears on the panel:
L/H (I/B) S04 R/H (I/B) S12 L/H (O/B) S05 R/H(O/B) S13
27.62.01 Spoiler Electronic Control

Unit (SECU) Channels
1) Flight Spoiler B 2 1 (M)(O) One may be inoperative provided:

Channels. a) INBD and OUTBD Ground Spoilers are
verified operative prior to each flight;
b) Flight spoilers are verified operative prior to
each flight;
c) EICAS “R/L FLIGHT SPOILER”, FLIGHT
SPOILERS” and “FLIGHT SPOILER
DEPLOY” caution messages are not
displayed, and
d) T/O Configuration Warning system is verified
operative before first flight each day.
2) Ground Spoiler B 4 2 (O) One per SECU may be inoperative provided:

Channels a) INBD and OUTBD Ground Spoilers are
verified operative prior to each flight; and
b) T/O Configuration Warning System is
verified operative before first flight each day.
3) Spoileron Channels A 2 1 (M)(O) One may be inoperative provided:

a) Spoilerons are verified operative prior to
each flight.
b) Remaining SECU Spoileron Channel is
controlled by SECU p/n 49-164-05, 49-164-
07 or 49-164-21;
c) EICAS “SPOILERONS ROLL”,
“SPOILERONS” and “R/L SPOILERON”
caution messages are not displayed.
d) T/O Configuration Warning System is
verified operative before first flight each day;
and
e) Repairs are made within three flight days.
-Continued-
For an inoperative flight spoiler SECU channel, do as follows:
1. Make sure the flight spoiler control lever is in the RETRACT position.
2. Make sure the aircraft has AC electrical power and hydraulic systems No. 1,2 and 3 are pressurized.
3. On the EICAS primary display, make sure that the L/R FLT SPLR, FLT SPLRS and FLT SPLR DEPLOY
caution messages are not shown.
Prior to the first flight of the day, perform a flight spoilers system check as follows:
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2. Move the flight spoilers control lever to the MAX position, make sure that the flight spoilers deploy.
3. Move the flight spoilers control lever to the 0 position, make sure that the flight spoilers retract.
4. If the FLT SPLR FAULT message goes out of view when the flight spoilers are deployed, and comes into
view again when the flight spoilers are retracted, the fault is due to an out of range flight spoiler PCU spool
LVDT.
Before the first flight of the day, perform a Takeoff Configuration Warning System Check as follows:
NOTE 1: Procedure listed below must be performed away from the gate prior to passenger boarding.
1. On the EICAS secondary display, make sure the T/O CONFIG OK advisory message is shown.
2. If the T/O CONFIG OK advisory message is not shown, on the pilot’s REVERSIONARY panel, move the
rotary switch to the EICAS position.
3. On the MFD 1, make sure the t/o CONFIG ok advisory message is shown. Move the rotary switch to the
NORM position.
NOTE 2: If the T/O CONFIG OK advisory message is displayed on one of the two displays, the takeoff
configuration warning system is operative.
1. If the T/O CONFIG OK advisory message is not shown, do a takeoff configuration check as follows:
Configure the airplane as follows:
1. Engines running.
2. Flaps not in takeoff position.
3. Extend the flight spoilers.
4. Horizontal stabilizer outside of takeoff position.
5. Parking brake set. Rudder trim outside of takeoff range.
6. Aileron trim outside of takeoff range.
7. Engage Auto-Pilot.
Slowly advance thrust levers until N1 is 70%
NOTE 3: Aural warning will sound and MASTER WARNING lights will come on during this procedure.
1. Check that the following messages are displayed:

- CONFIG FLAPS - CONFIG SPLRS - CONFIG STAB - PARKING
BRAKE
- CONFIG RUDDER - CONFIG AILERON - CONFIG AUTO-PILOT
2. Slowly retard thrust levers to IDLE.
3. Takeoff configuration, set.
4. Perform a visual inspection of Flaps prior to Takeoff.
Prior to the first flight of the day, perform a Ground Spoiler System Check as follows:
NOTE 1: A ground spoiler fault in SECU 1 will give a OB GND SPLRS caution message, a ground spoiler
fault in SECU 2 will give a IB GND SPLRS caution message.
-Continued-
1. Make sure the aircraft has AC electrical power and hydraulic systems No. 1 and 2 are pressurized.
2. On the EICAS control panel press the F/CTL button.
3. On the SPOILERS/THRUST PREVENTER panel, set the GND LIFT DUMPING switch to the MAN ARM
position to extend the inboard and outboard ground spoilers.
4. On the EICAS secondary display, make sure the applicable ground spoilers indicate fully extended.
5. Move the GND LIFT DUMPING switch to the AUTO position, make sure the applicable ground spoilers
retract.
Before the first flight of the day, perform a Takeoff Configuration Warning System check as follows:
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3. On the MFD 1, make sure the T/O CONFIG OK advisory message is shown. Move the rotary switch to
the NORM position.
NOTE 3: If the T/O CONFIG OK advisory message is displayed in one of the two displays, the takeoff

1. Engines running.
5. Parking brake set.
6. Rudder trim outside of takeoff range.
8. Engage Auto Pilot.
NOTE: 4: Aural warning will sound and MASTER WARNING lights will come on during this procedure.

BRAKE
4. Perform a visual inspection of Flaps prior to takeoff.
For an inoperative flight spoiler PCU, do the following:
3. Open the SECU circuit breakers CBP4-A3 CBP2-N8, CBP1-N8 and CBP4-A2.
4. Remove #1 hydraulic pressure and make sure that the affected spoiler surface remains retracted.
5. Pressurize #1 hydraulic system.
7. Pressurize #2 hydraulic system, and close the SECU circuit breakers CBP4-A3, CBP2-N8, CBP1-N8
-Continued-
and CBP4-A2.
8. Move the flight spoiler lever to the MAX position then back the full RETRACT position. Make sure the
affected spoiler operates correctly.
9. On the EICAS primary display, make sure that the FLT SPLRS and FLT SPLR DEPLOY caution messages
are not shown.
For an inoperative flight spoiler PCU, do the following :
Before each flight:
1. Do an inboard and outboard ground spoilers system check as follows:
3. On the SPOILERS/THRUST PEVERSER panel, set the GND LIFT DUMPING switch to the MAN
ARM position to extend the inboard and outboard ground spoilers.
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5. Move the GND LIFT DUMPING switch to the AUTO position, Make sure the applicable ground spoilers
retract the inboard and outboard ground spoilers symbols turn green and the white arrow symbols go
out.
27.62.02 Flight Spoiler PCUs B 4 2 (M)(O) One Flight Spoiler PCU per surface may be
inoperative provided:
a) INBD and OUTBD Ground Spoilers are
confirmed operative prior to each flight;
b) Flight Spoilers are confirmed operative prior
to each flight;
c) Both SECU Channels are operative;
d) EICAS “R/L FLIGHT SPOILER” “FLIGHT
SPOILERS” and “FLIGHT SPOILER
DEPLOY” caution messages are not
displayed; and
e) T/O Configuration Warning system is verified
operative before first flight each day.
PLACARD
Put a FLIGHT SPOILER PCU INOPERATIVE placard on the SPOILERS panel.
MAINTENANCE PROCEDURE:

3. Open the SECU circuit breakers CBP4-A3 CBP2-N8, CBP1-N8 and CBP4-A2.
7. Pressurize #2 hydraulic system, and close the SECU circuit breakers CBP4-A3, CBP2-N8, CBP1-N8
and CBP4-A2.
8. Move the flight spoiler lever to the MAX position then back the full RETRACT position. Make sure the
affected spoiler operates correctly.
9. On the EICAS primary display, make sure that the FLT SPLRS and FLT SPLR DEPLOY caution
messages are not shown.
-Continued-
Do a flight spoilers system check as follows:
1. Make sure the aircraft has AC electrical power and hydraulic systems No. 1, 2 and 3 are pressurized.
2. Move the flight spoilers control lever to MAX position, make sure that the flight spoilers deploy.
If the FLT SPLR FAULT message goes out of view when the slight spoilers are deployed, and comes into
LVDT.
3. On the MFD 1, make sure the T/O CONFIG OK advisory message is shown. Move the rotary switch to
the NORM position.
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If the T/O CONFIG OK advisory message is not shown, do a takeoff configuration check as follows:

1. Engines running.
5. Parking brake set.
6. Rudder trim outside of takeoff range.
8. Engage Auto Pilot.
BRAKE
Before each flight:
• Do an inboard and outboard ground spoilers system check as follows:

3. On the SPOILERS/THRUST PEVERSER panel, set the GND LIFT DUMPING switch to the MAN ARM
-Continued-
position to extend the inboard and outboard ground spoilers.
5. Move the GND LIFT DUMPING switch to the AUTO position, Make sure the applicable ground spoilers
retract the inboard and outboard ground spoilers symbols turn green and the white arrow symbols go out.
• Do a flight spoilers system check as follows:

2. Move the flight spoilers control lever to MAX position, make sure that the flight spoilers deploy.
If the FLT SPLR FAULT message goes out of view when the slight spoilers are deployed, and comes into
LVDT.
27.62.03 Spoileron PCUs A 4 2 (M)(O) One per surface may be inoperative

provided:
a) Spoilerons are verified operative prior to
each flight;
b) One spoileron PCU per surface is operative
and controlled by SECU p/n 49-164-05,49-
164-07;
c) EICAS “SPOILERONS ROLL”,
“SPOILERONS” and /L SPOILERON”
caution messages are not displayed;
d) T/O Configuration Warning system is verified
operative before first flight each day; and
e) Repairs are made within three flight days.
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PLACARD
Put a SPOILERON PCU INOPERATIVE placard on the SPOILERS panel.
For an inoperative spoileron PCU, do as follows:
1. Make sure the flight spoiler control lever is in the RETRACT position and the control wheel is centered.
3. On the EICAS primary display, make sure that the SPOILERONS ROLL, SPOILERONS and L/R
SPOILERON caution messages are not shown.
For a left spoileron PCU failure do as follows:
Open circuit breakers:

CBP# CB# NAME:
1 N8 SECU1
2 N8 SECU2
4 A2 SECU1A
4 A3 SECU2B
Close circuit breakers:
CBP# CB# NAME:
1 N8 SECU1
-Continued-
2 N8 SECU2
4 A2 SECU1A
4 A3 SECU2B
8. Using the control wheel, cycle the spoilerons and make sure that the affected spoileron operated correctly.
For a right spoileron PCU failure do as follows:

CBP# CB# NAME
1 N8 SECU1
2 N8 SECU2
4 A2 SECU1A
4 A3 SECU2B
Do a spoileron system check as follows:

1. Make sure the aircraft has AC electrical power and hydraulic system No. 1, 2 and 3 are pressurized.
2. Move the yoke fully clockwise, make sure that the right spoileron deploys.
3. Move the yoke fully counter-clockwise, make sure that the right spoileron retracts and the left spoileron
deploys.
4. Return the yoke to neutral position, make sure that the left spoileron retracts.
5. IF the SPOILERON FAULT message goes out of view when a spoileron is deployed, and comes into view
when the spoileron is retracted, then the fault is due to an out of range spoileron PCU spool LVDT.
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3. On the MFD 1 make sure the T/O CONFIG OK advisory message is shown. Move the rotary switch to the
NORM position.
a. Engines running.
b. Flaps not in takeoff position.
c. Extend the flight spoilers.
d. Horizontal stabilizer outside of takeoff position.
e. Parking brake set.
f. Rudder trim outside of takeoff range.
g. Aileron trim outside of takeoff range.
h. Engage Auto Pilot.
-Continued-
BRAKE
27.65.01 Ground Spoilers (inboard C 2 1 M)(O) One pair of Ground Spoilers Inboard (IB) or
or Outboard Pair) Outboard (OB) may be inoperative in the
RETRACTED position provided:
a) All remaining spoiler surfaces are operative in
GLD auto and manual modes,
b) Affected Inboard or Outboard Ground Spoiler
pair is secured stowed,
c) Both surfaces of the inoperative pair are
verified fully retracted prior to each flight, and
d) Operations are conducted in accordance with
Systems Inoperative).
PLACARD
Put a GROUND SPOILERS INBOARD (or OUTBOARD) INOPERATIVE placard (as applicable) on the
SPOILERS/THRUST REVERSER panel.
For inoperative inboard ground spoilers.

1. Deactivate the inboard ground spoiler pair (refer to the AMM TASK 27-65-00-040-801).
2. Perform an operational check of the spoilers in the GLD auto and manual modes. (refer to AMM TASK
27-61-00-720-801).
3. Perform the spoiler system hydraulic lock circuit operation test (refer to the AMM TASK 27-65-00-040-
801).
For inoperative outboard ground spoiler:

1. Deactivate the inboard ground spoiler pair (refer to the AMM TASK 27-65-00-040-801).
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2. Perform an operational check of the spoilers in the GLD auto and manual modes. (refer to AMM TASK 27-
61-00-720-801).
3. Perform the spoiler system hydraulic lock circuit operation test (refer to the AMM TASK 27-65-00-040-
801).
Before each flight

A. For inoperative ground spoilers, do as follows:
(1) Do a visual check of the affected ground spoiler pair to make sure that they are fully retracted.
Before each flight

A. Do an inboard and outboard ground spoilers system check as follows:
NOTE: A ground spoiler fault in SECU 1 will give a OB GND SPLR FAULT status message, a ground
spoiler fault in SECU 2 will give a IB GND SPLR FAULT status message.
(1) Make sure the aircraft has AC electrical power and hydraulic systems No. 1 and 2 are pressurized.
(2) On the EICAS control panel (ECP) press the F/CTL pushbutton to get access to the FLIGHT
CONTROL synoptic page.
-Continued-
(3) On the SPOILERS/THRUST REVERSER panel, set the GND LIFT DUMPING switch to the MAN
ARM position to extend the inboard and outboard ground spoilers.
(4) Make sure that the applicable ground spoilers indicators fully extend on the synoptic FLIGHT
CONTROL page.
(5) Move the GND LIFT DUMPING switch to the AUTO position.
(6) Make sure the applicable ground spoilers indicators retract on the synoptic FLIGHT CONTROL page.
(7) Push the STAT pushbutton to go back to the EICAS secondary page.
B. Do a flight spoilers system check as follows:

(1) Make sure the aircraft has AC electrical power and hydraulic systems No. 1, 2 and 3 are pressurized.
(2) Move the flight spoilers control lever to the MAX position.
(3) Make sure that the flight spoilers deploy.
(4) Move the flight spoilers control lever to the 0 position.
(5) Make sure that the flight spoilers retract.
NOTE: If the FLT SPLRS FAULT status message goes out of view when the flight spoilers are deployed,
and shows again when the flight spoilers are retracted, the fault is due to an out of range flight
spoiler PCU spool LVDT.
C. Do a spoileron check as follows:

(2) Move the control wheel fully clockwise.
(3) Make sure that the right spoileron deploys.
(4) Move the control wheel fully counterclockwise.
(5) Make sure that the right spoileron retracts and the left spoileron deploys.
(6) Return the control wheel to the neutral position.
(7) Make sure that the left spoileron retracts.
NOTE: If the SPOILERONS FAULT status message goes out of view when a spoileron is deployed, and
shows again when the spoileron is retracted, then the fault is due to an out of range spoileron
PCU spool LVDT.
Before first flight of the day

D. Do a pilot/co-pilot control wheel RCIM RVDTs integrity check as follows:
NOTE: This check is to make sure that the pilot and co-pilot control wheel RCIM RVDTs and spoilerons
are operative. If the check fails, dispatch is not permitted.
(2) Pull and turn the ROLL DISC handle and rotate 90° to the right to lock in position.
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(3) On the glareshield, push the pilot PLT ROLL switch to give priority to the pilot.
(4) Check the spoilerons movement as follows:
(a) Move the pilot’s control wheel fully clockwise.
(b) Make sure that the right spoileron deploys when the pilot control wheel is fully turned clockwise.
(c) Move the pilot’s control wheel fully counterclockwise.
(d) Make sure that the left spoileron deploys when the pilot control wheel is fully turned
counterclockwise.
(5) On the glareshield, push the pilot PLT ROLL switch.
(6) On the glareshield, push the co-pilot PLT ROLL switch to give priority to the co-pilot.
(7) Check the spoilerons movement as follows:
-Continued-
(a) Move the co-pilot’s control wheel fully clockwise.
(b) Make sure that the right spoileron deploys when the pilot control wheel is fully turned
clockwise.
(c) Move the co-pilot’s control wheel fully counterclockwise.
(d) Make sure that the left spoileron deploys when the pilot control wheel is fully turned
counterclockwise.
(8) On the glareshield, push the co-pilot PLT ROLL switch.
(9) Pull and turn the ROLL DISC handle and rotate 90° to the left to lock in position.
Before first flight of the day
E. Do a take-off configuration warning system check as follows:
(1) Make sure that the engines are running and that the hydraulic systems No. 1, 2 and 3 are
pressurized.
(2) Make sure that the T/O CONFIG OK advisory message shows on the EICAS secondary page.
(3) If the T/O CONFIG OK advisory message does not show, move the rotary switch to EICAS on the
pilot’s REVERSIONARY panel.
(4) Make sure the T/O CONFIG OK advisory message shows on the MFD 1.
NOTE: If the T/O CONFIG OK advisory message shows on one of the two displays, the take-off
(5) Move the rotary switch to the NORM position.
(6) If the T/O CONFIG OK advisory message does not show, do a check of the take-off configuration
warning system as follows:
NOTE: The aural warning will sound and the MASTER WARNING lights will come on during this
procedure.
(a) Configure the airplane as follows:

1 Flaps not in take-off position.
2 All spoilers not in take-off position.
3 Horizontal stabilizer outside of take-off range.
4 Parking brake set.
5 Rudder trim outside of take-off range.
6 Aileron trim outside of take-off range.
7 Autopilot engaged.
8 Thrust levers, advance slowly until N1 > 70 %.
(b) On the EICAS primary display, check that the warning messages that follow are shown:
- CONFIG AILERON
- CONFIG AP
- CONFIG FLAPS
- CONFIG RUDDER
- CONFIG SPLRS
- CONFIG STAB
- PARKING BRAKE
(c) Slowly retard thrust levers to IDLE.
(7) Configure the aircraft for flight.
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28. FUEL
28.13.01 APU Fuel Feed SOV C 1 0 (M) May be inoperative CLOSED provided APU is
PLACARD
Put an APU FUEL FEED SOV INOPERATIVE placard on the APU control panel.
Deactivation of the APU Fuel Feed SOV:
1. On the APU Control, set the APU PWR FUEL switch/light to the OFF position.
2. On the EICAS Status Page, make sure the APU door indication shows door closed.
3. On circuit breaker panel CBP-1 open and collar circuit breaker #S3 (APU FUEL SOV).
NOTE : If the APU Door does not show closed in step B above, maintenance must manually close the APU
Door by turning the Linear Adapter to the CLOSED POSITION and accomplish steps (a) through
(c) prior to further flight.
28.13.02 XFLOW AUTO C 1 0 May be inoperative.

OVERRIDE “MAN” Switch
PLACARD
Put a “MAN” LIGHT INOPERATIVE placard on the XFLOW AUTO OVERRIDE Switch Light, located on the
FUEL control panel.
28.13.03 XFLOW L/R “ON/FAIL” C 2 0 May be inoperative.

Switch Lights (light
function only).
PLACARD
Put an “ON” and/or “FAIL” light INOPERATIVE placard (as applicable) on the XFLOW L (and/or XFLOW R)
Switch Light(s) (as applicable), located on the FUEL control panel.
28.13.04 GRAVITY XFLOW C 1 0 May be inoperative.

“OPEN/FAIL” Switch Light
PLACARD
Put a “FAIL” and/or “OPEN” LIGHT INOPERATIVE placard (as applicable) on the GRAVITY XFLOW
Switch Light, located on the FUEL control panel.
28.13.06 Power Crossflow SOVs C 2 0 (O) May be inoperative CLOSED provided:

a) All Fuel Quantity Readouts are operative;
and
b) Gravity crossflow SOV is verified operative
before each flight.
PLACARD
Put an PWR XFLOW SOV INOPERATIVE placard on the FUEL control panel.
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-Continued-
Before each flight
For one or two power crossflow SOV(s) inoperative, do as follows:
(1) On the EICAS Control Panel (ECP), push the FUEL pushbutton to get access to the FUEL synoptic
page.
(2) Push the GRAVITY XFLOW switch light on the FUEL control panel.
(3) On the FUEL synoptic page, make sure that the gravity crossflow valve legend is OPEN. Otherwise,
do not dispatch.
(4) Configure the gravity crossflow valve as required.
NOTE: The gravity crossflow is sensitive to sideslip.
28.13.07 Transfer Ejectors a) B 2 1 (M) One may be inoperative provided:
(Center Tank) a) Center tank is empty ; and
b) EICAS Center Tank Fuel Quantity Readout
is operative.
PLACARD
Put a CENTER FUEL TANK TRANSFER EJECTOR INOPERATIVE placard below the EICAS primary
display.
Center tank is to be defueled using AMM procedures.

Suction defueling – AMM Task 12-11-28-650-804 or
Gravity defueling – AMM Task 12-11-28-650-805
Flight Crew will verify center tank quantity is empty (+50/-0 lbs) in which case no maintenance action is
required.
B 2 1 (M) One may be inoperative provided;

b) a) Center tank contains less than 500 pounds
of fuel prior to each flight;
b) Remaining fuel in center tank is considered
unusable;
c) Aircraft range is limited accordingly;
d) EICAS Center Tank Fuel Quantity Readout
is operative;
e) Both Power Crossflow SOVs are operative;
and
f) XFLOW/APU Fuel Pump is operative.
Center tank is to be defueled using AMM procedures if center tank quantity is more than 500 lbs.
Flight Crew will verify center tank quantity is empty (500 lbs, in which case no maintenance action is
required. Center tank quantity is considered unusable.
-END-
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28.13.08 Fuel Transfer SOVs a) B 2 1 (M) One may be inoperative CLOSED provided:
(Center Tank) a) Center tank is empty,
b) Opposite Transfer Ejector (Center Tank) is
operative, and
c) EICAS Center Tank Fuel Quantity Readout is
operative.
PLACARD
Put a FUEL TRANSFER SOV(s) INOPERATIVE placard (as applicable) below the EICAS primary display.
Center tank is to be defueled using AMM procedures.

Flight Crew will verify center tank quantity is empty (+50/-0 lbs) in which case no maintenance action is
required.
B 2 1 (M) One may be inoperative CLOSED provided:

b) a) Center tank contains less than 500 pounds of
fuel at dispatch,
b) Opposite Transfer Ejector (Center Tank) is
operative,
c) Remaining fuel in center tank is considered
unusable,
d) Aircraft range is limited accordingly,
e) EICAS Center Tank Fuel Quantity Readout is
operative,
f) Both Power Crossflow SOVs are operative,
and
g) XFLOW/APU Fuel Pump is operative.
C 2 0 (M) Both may be inoperative OPEN provided center

tank is empty.
Center tank is to be defueled using AMM procedures if center tank quantity is more than 500 lbs.
Flight Crew will verify center tank quantity is empty (500 lbs, in which case no maintenance action is
required. Center tank quantity is considered unusable.
28.23.01 Fuel Boost Pumps B 2 1 (M) One may be inoperative provided:

a) Inoperative boost pump is selected OFF;
b) Inoperative boost pump is deactivated;
c) XFLOW/APU Fuel Pump is operative; and
d) Power Crossflow SOVs are operative.
PLACARD
Put a FUEL BOOST PUMP INOPERATIVE placard on the FUEL control panel.
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For an inoperative fuel boost pump, deactivate it as follows:
1. Energize the aircraft electrical power systems.

2. On the FUEL control panel, make sure the affected L/R BOOST PUMP switch/lights selected OFF.
3. Open and collar the inoperative fuel boost pump circuit breaker.
CBP# CB# NAME

1 M6 L FUEL PUMP
2 G10 R FUEL PUMP
4. On the EICAS primary display, make sure the L or R FUEL PUMP caution message is displayed.
5. For an inoperative left fuel boost pump, do the following:
Make sure the APU is running and the APU GEN switch is in the ON position.
On the EICAS control panel push the ELEC discrete button and make sure the APU GEN legend is green
on the secondary display.
Before the first flight of the day:

Do the following procedure to make sure that the fuel feed line check valves are operative:
CAUTION: ABSENCE OF THE “L (R) FUEL LO PRESS” CAUTION MESSAGE DURING THIS CHECK IS
AN INDICATION THAT A FUEL FEED CHECK VALVE HAS FAILED IN THE OPEN POSITION, OR THAT
A FUEL PRESSURE INDICATION FAULT EXISTS. NO DISPATCH IS ALLOWED.
After starting one engine:
1. FUEL, L or R (operative) BOOST PUMP switch/light – Press out to turn operative boost pump off.
Check for the following:
- L and R BOOST PUMP ON lights out.
- L and R BOOST PUMP INOP lights on.
- L and R BOOST PUMP ON advisory messages out.
2. EICAS, L (R) fuel lo press CAUTION MESSAGES – Check that message is annunciated for the non-
operating engine. After two minutes, if the L (R) FUEL LO PRESS caution message is still not displayed
for the non-operating engine.
3. DRY MOTOR – Accomplish for maximum of 30 seconds on the non-started engine. Applicable L (R) FUEL
LO PRESS caution message should be displayed during motoring as the residual fuel pressure is reduced.
4. EICAS, L (R) FUEL LO PRESS caution message – Check that message is annunciated for the non-
operative engine. To accomplish the fuel system check valve test, after starting the other engine.
5. Applicable engine that was started first, Shut Down.
6. FUEL, L and R BOOST PUMPS switch/light – Pressed out to turn both boost pumps off. Check the
following:
- L and R BOOST PUMP ON lights out.
- L and R BOOST PUMP INOP lights on.
- L and R BOOST PUMP ON advisory messages out.
7. EICAS, L (R) FUEL LO PRESS caution message – Check that message is annunciated for the engine
that now has been shut down. After two minutes, if the L (R) FUEL LO PRESS caution message is still
not displayed for the non-operating engine.
-Continued-
8. Dry motor – Accomplish for maximum of 30 seconds on the non-started engine. Applicable L (R) FUEL
LO PRESS caution message should be displayed during dry motoring as the residual fuel pressure is
reduced.
9. EICAS, L (R) FUEL LO PRESS caution message – Check that message is annunciated for the no-
operative engine.
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28.23.02 Fuel Boost Pumps C 2 0 May be inoperative for dispatch.
“ON/INOP”
Switch Lights
PLACARD
Put a FUEL PUMP “ON/INOP” LIGHT INOPERATIVE placard on the FUEL panel.
28.24.01 XFLOW/APU Fuel Pump C 1 0 (M) May be inoperative provided:

a) a) APU is considered inoperative;
b) Power Crossflow SOVs are considered
inoperative;
c) All Fuel Quantity Readouts are operative;
and
d) Operations are conducted in accordance
with AFM if fuel crossflow is required.
PLACARD
Put a XFLOW/APU FUEL PUMP INOPERATIVE placard on the FUEL control panel and the APU control
panel.
For an inoperative X-FLOW/APU fuel pump, do as follows:

1. Energize the aircraft electrical power system.
2. Open and collar the circuit breaker N10 (FLOW / APU FUEL PUMP) on CBP-1.
Use Airport Analysis manual to determine appropriate credit for APU not operating.
If an imbalance is detected, X-FLOW/APU PUMP caution message will indicate a transfer via automatic
means was attempted but unsuccessful. The Flight Crew will monitor fuel balance and utilize gravity X-flow
as required.
NOTE 1: Single engine taxi shall be avoided.

NOTE 2: Gravity cross-flow shall not be used for ground/taxi operations.

b) a) Satisfactory APU operations with both
engines OFF is established before each
departure by starting the APU using Fuel
Boost Pumps, selecting APU Bleed ON,
selecting both Air Conditioning Packs ON,
and verifying the APU operates normally;
b) Power Crossflow SOV s are considered
inoperative ;
c) All Fuel Quantity Readouts are operative;
with AFM if fuel crossflow is required;
e) APU Battery and APU Battery Charger
System is operative.
NOTE:
Auto and manual power crossflow are
inoperative for either option.
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For an inoperative X-FLOW/APU fuel pump, do as follows:

1. Energize the aircraft electrical power system.
2. Open and collar the circuit breaker N10 (FLOW / APU FUEL PUMP) on CBP-1.
The Flight Crew will verify proper APU operation with Fuel Boost Pumps ON, APU Bleed ON and both AC
Packs ON.
NOTE 1: Single engine taxi shall be avoided.

NOTE 2: Gravity Cross-flow is required for fuel balancing in flight.
NOTE 3: Gravity Cross-flow shall not be used for ground/taxi operations.
28.24.02 APU Negative Gravity C 1 0 (O) May be inoperative provided flight operations are
Feed Check Valve not dependent on use of the APU.
PLACARD
Put an APU NEGATIVE GRAVITY FEED CHECK VALVE INOPERATIVE placard on the FUEL control panel.
With an inoperative APU negative feed check valve, do as follows: First flight of the day during the fuel system
check valve test, select the APU off when the left engine is on and the right engine is off.
NOTE 1: If the APU is on during the fuel system check valve test, the EICAS R FUEL LOW PRESS caution
message will not be displayed.
28.24.04 APU PWR FUEL “PUMP” C 1 0 May be inoperative.

FAIL/SOV FAIL” Switch
light (light function only)
PLACARD
Put a “PUMP FAIL” and/or “SOV FAIL” LIGHT INOPERATIVE placard(s) (as applicable) on the APU PWR
FUEL Switch Light, located on the APU control panel.
28.25.01 External single Point C 1 0 (O) May be inoperative provided gravity refuelling
Pressure Refuelling procedures are used.
System (Refuel/Defuel
Control Panel) NOTE: Refer to AFM for reduced fuel quantity
-Continued- available when using gravity refuelling.
PLACARD
Put a REFUELING SYSTEM INOPERATIVE placard on the exterior REFUEL/DEFUEL control panel(s) (as
applicable).
Install placard stating “Single Point Refueling Inoperative” on the Fuel Control Panel. Overwing fueling will be
utilized.
Prior to any aircraft fuelling, Flight Crew will inform the fueler that overwing refuelling procedures are to be
utilized.
When the gravity 92o-pilot92g procedure is used for 92o-pilot92g of any of two wing tanks or center tank,
make sure that the gravity filler cap is secured closed.
NOTE: AFM reference (CSP A-012): LIMITATION (chapter 02), POWERPLANT (section 05), Fuel.
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a) Automatic Mode C 1 0 (O) May be inoperative provided manual or gravity
refuelling procedure is used.
Prior to any aircraft fuelling, Flight Crew will inform the fueler that overwing refuelling procedures are to be
utilized.
When the gravity 93o-pilot93g procedure is used for 93o-pilot93g of any of two wing tanks or center tank,
make sure that the gravity filler cap is secured closed.
NOTE: AFM reference (CSP A-012): LIMITATION (chapter 02), POWERPLANT (section 05), Fuel.
b) Manual Mode C 1 0 (O) May be inoperative provided automatic or gravity

refuelling procedure is used.
Prior to any aircraft fuelling, Flight Crew will inform the fueler that automatic pressure refuelling procedures
are to be utilized. The Flight Crew may assist in the automatic fuelling process.
c) Fuel Quantity C 1 0 (O) May be inoperative provided:

Display Indication a) Manual or gravity refuelling procedure is
used; and
b) All EICAS Fuel Tank Quantity Readouts are
operative.

a) Manual or gravity refuelling procedure is
used; and
b) All MLIs are operative.
Fuel quantity will be calculated using MLI indications and QRH Volume 1 if aircraft is level. In the event the
aircraft is not level, have our dispatcher relay the inclinometer and MLI readings to Maintenance Control
for correct fuel loading. Fuelling must be accomplished using manual or gravity fuelling procedures.
NOTE: Flight Crew may accomplish above procedure reference SP 912 for gravity or manual refuel
procedures.
28.25.02 Refuel/Defuel Adapter C 1 0 (M) May be inoperative (missing) provided:

Cap a) Pressure refuelling adapter door is not
missing;
b) Refuel/defuel adapter is visually checked for
contamination prior to each refuelling; and
c) No leakage can be detected after refuelling
is complete.
PLACARD
Put a REFUEL/DEFUEL ADAPTER CAP INOPERATIVE (MISSING) placard on the REFUEL/DEFUEL

control panel(s).
After refuelling operation is completed:

On the refuel/defuel control panel, select power to ON. Verify RIGHT, CTR and LEFT SOV switches are in
the OFF position. Verify that the rotary MODE knob is OFF. Verify that refuel start switch is OFF.
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Press and hold the LAMP TEST button, verify that the RIGHT, CTR, and LEFT SOV’s CL and OP lights come
ON. Release LAMP TEST button, verify that RIGHT, CTR and LEFT SOV’s CL and OP lights are NOT on.
Set rotary MODE switch to the FUEL AUTO or the FUEL MANUAL position.
Verify that CL indicator lights for the inoperative SOV is on and that the AOP indicator light for the inoperative
SOV is not on. Set the rotary switch to OFF. Set the POWER switch to OFF.
28.25.03 Refuel SOVs C 3 0 (M) May be inoperative CLOSED provided gravity

refuelling procedures are used.
NOTE:
Refer to AFM for reduced fuel quantity available
when using gravity refuelling.
PLACARD
Put a RIGHT (and/or CTR and/or LEFT as applicable) REFUEL SOV INOPERATIVE (CLOSED) placard on
the REFUEL/DEFUEL control panel(s).
After refuelling operation is completed:

On the refuel/defuel control panel, select power to ON. Verify RIGHT, CTR and LEFT SOV switches are in
the OFF position. Verify that the rotary MODE knob is OFF. Verify that refuel start switch is OFF. Press and
hold the LAMP TEST button, verify that the RIGHT, CTR, and LEFT SOV’s CL and OP lights come ON.
Release LAMP TEST button, verify that RIGHT, CTR and LEFT SOV’s CL and OP lights are NOT on. Set
rotary MODE switch to the FUEL AUTO or the FUEL MANUAL position. Verify that CL indicator lights for the
inoperative SOV is on and that the AOP indicator light for the inoperative SOV is not on. Set the rotary switch
to OFF. Set the POWER switch to OFF.
Refer to POH, Section 1 Limitations, for reduced fuel quantity available when using gravity refuelling. This
satisfies requirement to refer to AFM.
28.25.04 High Level Sensors C 3 0 May be inoperative provided gravity refuelling

procedures are used for affected tank.
-Continued-
NOTE: Refer to AFM for reduced fuel quantity
available when using gravity refuelling.
PLACARD
Put a RIGHT/CTR/LEFT HIGH LEVEL SENSOR(S) INOPERATIVE placard (as applicable) on the
REFUEL/DEFUEL control panel(s).
28.25.05 Internal Single Point - 0 0 Not Installed.

Pressure Refuelling
System (Refuel/Defuel
Control Panel).
28.40.01 EICAS Bulk Fuel C 1 0 (O) May be inoperative provided:

Temperature Indication a) TAT is used as an indication of fuel
temperature,
b) TAT is monitored during flight,
c) For the first Flight of the day, the ambient
overnight temperatures were above -29°C
for A/C last fuelled with Jet A or above -36°C
for A/C last fuelled with Jet A-1, and
d) On subsequent Flights, when refueling
activities are to be conducted, local
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temperatures are to be above -25°C for A/C
using Jet A or above -32 for A/C using Jet A-
1 for at least 10 hours prior to the re-fuelling.
PLACARD
Put a BULK FUEL TEMPERATURE INDICATION (EICAS) INOPERATIVE placard on the bottom of the
EICAS secondary display.
Get a sufficient sample from the L and R fuel tanks to measure the fuel temperature. Verify fuel temperature
is above -29ºC. If fuel temperature is less than -29ºC, place aircraft in warmer environment.
CAUTION: MAKE SURE THAT THE L AND R TANK HIGH LEVEL, SENSORS AND THE L AND R REFUEL
AND SHUT-OFF VALVES ARE OPERATIVE WHEN YOU DO THE MANUAL REFUELLING
WITH THE FUEL TANK QUANTITY READOUTS INOPERATIVE. THE HIGH LEVEL
SENSORS AND THE REFUEL SHUT-OFF VALVES STOP THE REFUELLING WHEN THE
FUEL TANKS ARE FULL. IF THE REFUELLING IS NOT STOPPED WHEN THE FUEL TANKS
ARE FULL, STRUCTURAL DAMAGE AND/OR FUEL SPILL CAN OCCUR.
EICAS Bulk Fuel Temperature Indication Continued:
During flight, TAT must remain above -40ºC. If TAT is below -40ºC, do the following:
1. Airplane altitude………………………Descend to warmer air mass.

2. Airspeed……………………………….Increase during descent.
28.41.01 EICAS Fuel Tank C 3 1 (M)(O) One main fuel tank quantity readout plus total
Quantity Readouts (Left, quantity readout may be inoperative provided:
Right and Total)
a) Both LH and RH tanks are completely filled;
b) XFLOW auto-override is selected to
MANUAL; and
c) Aircraft is refuelled using Single Point
Pressure Refuelling System.
PLACARD
Put an EICAS LEFT (or EICAS RIGHT) FUEL TANK QUANTITY READOUT AND TOTAL FUEL
QUANTITY READOUT INOPERATIVE (as applicable) placard(s) below the primary and the secondary
EICAS displays.
Prior to aircraft fuelling, make sure both wing tank high level sensors and defuel shut-off valves are
operative by performing an operational test of the refuel/defuel system. At the refuel/defuel panel, press the
test button. Make sure that fault codes 140 (L tank high level sensor), 302 (L refuel shut-off valve), 240 (R
tank high level sensor), and 303 (R refuel shut-off valve) are not shown.
CAUTION: MAKE SURE THAT THE L AND R TANK HIGH LEVEL SENSORS AND THE L AND R
REFUEL SHUT-OFF VALVES ARE OPERATIVE WHEN YOU DO THE MANUAL REFUELLING WITH
THE FUEL TANK QUANTITY READOUTS INOPERATIVE. THE HIGH LEVEL SENSORS AND THE
REFUEL SHUT-OFF VALVES STOP THE REFUELLING WHEN THE FUEL TANKS ARE FULL. IF
THE REFUELLING IS NOT STOPPED WHEN THE FUEL TANKS ARE FULL STRUCTURAL
DAMAGE AND/OR FUEL SPILL CAN OCCUR. AIRCRAFT FUELLING WILL BE ACCOMPLISHED BY
THE MANUAL REFUELLING PROCEDURE. REFER TO AMM TASK 12-11-28-650-802.
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Prior to aircraft fuelling, record the fuel on board using the operative fuel gauges and the MLI readings for
the inoperative fuel tank. Multiply the total gallons pumped by 6.7 to determine total fuel on board. After
departure, every 30 minutes, subtract FMS fuel used (PROG, NEXT PAGE) from the total fuel remaining.
To determine total remaining in affected tank, subtract remaining fuel tank quantities from total fuel
remaining. Flight Crew will ensure that the X-FLOW auto-override switch remains in manual.
C 3 1 (M)(O) One main fuel tank quantity readout plus total

quantity readout may be inoperative provided:
a) Total fuel carried includes at least 10% more

than the fuel load required for the planned
flight and this extra fuel is considered
unusable.
b) Manual or gravity refuelling mode is used;
c) MLIs are used to verify main tank quantities
prior to each flight; and
d) XFLOW auto-override is selected to
MANUAL.
NOTE: Refer to AFM for reduced fuel quantity
available when using gravity refuelling.
CAUTION: Ensure FCOM MLI Chart, LBS or KG

column, is used as applicable.
-Continued-
Fuelling must be accomplished using manual or gravity fuelling procedures.
Prior to aircraft fuelling, record the fuel on board using the operative fuel gauges and the MLI readings for
the inoperative fuel tank. Multiply the total gallons pumped by 6.7 to determine total fuel on board. After
departure, every 30 minutes subtract FMS fuel used (PROG, NEXT PAGE) from the total fuel quantity to
determine fuel remaining. To determine total remaining in affected tank, subtract remaining fuel tank
quantities from total fuel remaining. Flight Crew will ensure that the X-FLOW auto-override switch remains in
manual.
28.41.02 EICAS Fuel Tank C 2 0 (M) Both may be inoperative provided:

Quantity Readouts a) Center tank remains empty;
(Center and Total) b) Left and Right EICAS Fuel Tank Quantity
Readouts are operative; and
c) MLI is used to verify that center tank is
empty once each flight day.
C 2 0 (M) Both may be inoperative provided:

a) Center tank is completely filled;
b) Left and Right EICAS Fuel Tank Quantity
Readouts are operative; and
c) Aircraft is refuelled using single Point
Pressure Refuelling System.
C 2 0 (M) May be inoperative provided:
a) Center tank is refuelled using Single Point

Pressure Refuelling System;
b) MLI is used to verify center tank quantity
prior to each flight; and
c) Left and Right EICAS Fuel Tank Quantity
Readouts are operative.
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PLACARD
Put an EICAS CENTER FUEL TANK QUANTITY READOUT and a TOTAL FUEL TANK QUANTITY
READOUT INOPERATIVE placard(s) below the primary and the secondary EICAS display.
Prior to aircraft fuelling, make sure both wing tank high level sensors and defuel shut-off valves are operative
by performing an operational test of the refuel/defuel system. At the refuel/defuel panel, press the test button.
Make sure that fault codes 140 (L tank high level sensor), 302 (L refuel shut-off valve), 240 (R tank high level
sensor), and 303 (R refuel shut-off valve) are not shown.
CAUTION:
MAKE SURE THAT THE L AND R TANK HIGH LEVEL SENSORS AND THE L AND R REFUEL SHUT-OFF
VALVES ARE OPERATIVE WHEN YOU DO THE MANUAL REFUELLING WITH THE FUEL TANK
QUANTITY READOUTS INOPERATIVE.
THE HIGH LEVEL SENSORS AND THE REFUEL SHUT-OFF VALVES STOP THE REFUELLING WHEN
THE FUEL TANKS ARE FULL. IF THE REFUELLING IS NOT STOPPED WHEN THE FUEL TANKS ARE
FULL STRUCTURAL DAMAGE AND/OR FUEL SPILL CAN OCCUR. AIRCRAFT FUELLING WILL BE
ACCOMPLISHED BY THE MANUAL REFUELLING PROCEDURE. REFER TO AMM TASK 12-11-28-650-
802.
Prior to aircraft fuelling, record the fuel on board using the operative fuel gauges and the MLI readings for the
inoperative fuel tank. Multiply the total gallons pumped by 6.7 to determine total fuel on board. After departure,
every 30 minutes, subtract FMS fuel used (PROG, NEXT PAGE) from the total fuel remaining. To determine
total remaining in affected tank, subtract remaining fuel tank quantities from total fuel remaining. Flight Crew
will ensure that the X-FLOW auto-override switch remains in manual.
28.41.03 Fuel Computer Channels B 2 1 One may be inoperative provided:

FSC a) Both Transfer Ejectors (Center Tank) are
operative;
b) Both Fuel Transfer SOVs (Center Tank) are
operative;
c) Both Fuel Flow “FF” Readouts are operative;
and
d) Fuel Used Readout on synoptic page is
operative and reset prior to each flight.
PLACARD
Put a FUEL COMPUTER CHANNEL INOPERATIVE placard on the FUEL control panel.
28.41.04 Magnetic Level Indicators C 5 0 All may be inoperative provided associated EICAS
Fuel Tank Quantity Readouts are operative.
PLACARD
Put a MAGNETIC LEVEL INDICATORS INOPERATIVE placard on both of the REFUEL/DEFUEL control
panels.
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28.41.05 Fuel Pitch and Roll C 2 0 May be inoperative provided all EICAS Fuel Tank
Inclinometers Quantity Readouts (Left, Right, Center and Total) are
operative.
PLACARD
Put a ROLL and/or PITCH INCLINOMETER INOPERATIVE placard on the bulkhead behind the co-pilot’s
seat.
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29. HYDRAULIC POWER
29.11.01 Engine Driven Pumps C 2 1 (M)(O) One may be inoperative provided:
(EDP) (Systems 1 and 2) a) Hydraulic AC Motor Pump (ACMP) 1B and
Hydraulic AC Motor Pump (ACMP) 2B are
operated continuously during flight;
b) All Hydraulic AC Motor Pumps (ACMP) are
operative
c) Affected pump is mechanically removed and
a blanking plate is installed;
d) Both integrated Drive Generators (IDG) are
operative; and
e) Operators are conducted in accordance with
Systems Inoperative.
PLACARD
Put an EDP SYSTEM 1 (or EDP SYSTEM 2) INOPERATIVE (as applicable) placard on the HYDRAULIC
control panel.
Install blanking kit P/N 1918T91G01:

a. Gain access to EDP.
b. Disconnect 3 hydraulic lines from the hydraulic manifold by using the quick disconnects (install covers on
manifold fittings and caps on lines.)
c. Remove V-band and EDP from the Accessory Gear Box.
d. Install O-ring in spline plug, and install plug on spline.
e. Install retaining clip on spline to secure plug.
f. Install blanking plate with V-band coupling.
g. Pressurize hydraulics with ACMP and run engine for 10 minutes to verify no leakage.
h. Notify Flight Operations of Weight and Balance change: -10lbs, -7650 inch lbs. Flight Operations must
again be notified when the pump is reinstalled.
For an inoperative EDP 1, on the HYDRAULIC control panel, place ACMP 1 control switch ON>.For an
inoperative EDP 2, on the HYDRAULIC control panel, place ACMP 2 control switch ON.
29.11.02 Hydraulic AC Motor

Pumps (ACMP) (Systems
1 and 2)
1) ACMP 1B C 1 0 May be inoperative provided:

a) All other hydraulic pumps are operative;
b) Affected pump is selected OFF;
c) Inboard Ground Spoiler Pair is operative;
d) Nosewheel Steering is operative; and
e) Operations are conducted in accordance
with AFM Supplement (Operations with
Airplane systems Inoperative).
2) ACMP 2B C 1 0 (M) One may be inoperative provided:

a) All other hydraulic pumps are operative;
b) Affected pump is selected OFF;
c) Outboard Ground Spoiler Pair is operative;
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d) Nosewheel Steering is operative;
e) Both Thrust Reverser Systems are operative;
f) Inboard Anti-Skid (System) Channel is
operative;
g) Take-off or landing is not conducted from a
contaminated runway; and
h) Operations are conducted in accordance
Airplane systems Inoperative).
PLACARD
Put an ACMP SYSTEM 1 (or ACMP SYSTEM 2) INOPERATIVE (as applicable) placard on the
HYDRAULIC panel.
On hydraulic control panel, select the affected ACMP switch to the OFF position.
Open and collar circuit breaker #A5 on CBP-1 or circuit breaker #A5 on CB-2 for the affected ACMP.
29.11.03 Hydraulic Heat Exchanger C 1 0 May be inoperative provided hydraulic temperature

Cooling Fan of #1 and #2 systems on the synoptic page is
monitored not to exceed 96º Celsius during ground
operations.
PLACARD
Put a HYDRAULIC HEAT EXCHANGER COOLING FAN INOPERATIVE placard below the secondary
EICAS display.
29.11.04 Hydraulic Switches C 3 0 All May be inoperative provided affected pumps are
“AUTO” Function manually selected ON before each take-off and
(Hydraulic AC Motor landing.
Pumps)
PLACARD
Put a HYDRAULIC SWITCH(ES) 1 (2, 3) “AUTO” INOPERATIVE placard (as applicable) on the
HYDRAULIC control panel.
In the event of an AUTO switch(s) deferral, each deferred switch must be placed in the On position for takeoff
and landing.
29.11.05 Hydraulic Accumulator C 3 0 (M) All may be inoperative provided accumulator pre-
Pressure Gauges charge pressure is checked using a suitable ground
(Systems 1,2 and 3) gauge each flight day.
PLACARD
Put an ACCUMULATOR PRESSURE GAUGE SYSTEM 1 (2, 3) INOPERATIVE placard(s) (as applicable)
on the HYDRAULIC control panel and on the affected hydraulic servicing panel.
First flight of the day perform a Hydraulic Accumulator Pressure Check:

a. Ensure hydraulic pressure for associated system is at 0.
-Continued-
b. Remove the valve cap and connect charging and gauge kit to the nitrogen charge valve for the applicable
system.
c. Open the nitrogen charge valve and ensure the accumulator shows a minimum of 2,400 psi.
d. Close the nitrogen charge valve.
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e. Remove the charging kit from the valve and reinstall the valve cap.
29.11.06 Hydraulic Accumulators B 2 0 May be inoperative.

(Systems 1 and 2)
PLACARD
Put a HYDRAULIC ACCUMULATOR(S) SYSTEM 1 (and/or 2) INOPERATIVE (as applicable) placard on

the HYDRAULIC control panel.
29.11.07 Return Manifold Filter – A 3 0 (M) All may be inoperative provided:
Differential Pressure a) Filter element is verified free of any metal
Indicators contaminant, and
b) Repairs are made within one flight day.
29.11.08 Hydraulic Firewall SOVs C 2 1 (M) May be inoperative provided:

(Systems 1 and 2) a) Affected Hydraulic Firewall SOV is
deactivated;
b) Flexible hydraulic lines at the pylon quick
disconnects are disconnected, capped and
stowed;
c) Same side Engine Driven Pump (EDP) is
considered inoperative; and
d) Engine Driven Pump (EDP) on the opposite
side is operative.
PLACARD
Put an HYDRAULIC FIREWALL SOV SYSTEM 1 (or HYDRAULIC FIREWALL SOV SYSTEM 2)
INOPERATIVE placard on the HYDRAULIC control panel.
For an inoperative hydraulic firewall SOV, do as follows:

(a) For the hydraulic shutoff valve in hydraulic system No. 1:
CBP# CB# NAME

1 S5 HYD SOV
(b) For the hydraulic shutoff valve in hydraulic system No. 2:
CBP# CB# NAME

1 S4 HYD SOV
29.12.01 Hydraulic AC Motor Pump B 1 0 (M)(O) May be inoperative provided:
(ACMP) 3A a) Hydraulic AC Motor Pumps (ACMP) 3B is
operated continuously during flight;
b) Both integrated Drive Generators (IDG 1 and
IDG 2) are operative;
c) All other hydraulic pumps are operative; and
d) Take-off and landing performance is in
accordance with the AFM Supplement (Flight
-Continued- with Landing Gear Down).
NOTE:
IDG is considered inoperative when either
the Generator/GCU or the CSD is
inoperative.
PLACARD
Put a HYDRAULIC ELECTRIC PUMP (ACMP) SYSTEM 3A INOPERATIVE placard on the HYDRAULIC
control panel.
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For an inoperative system ACMP 3A, do as follows:

(1) On the HYDRAULIC control panel, set the ACMP 3A switch to OFF.
CBP# CB# NAME

2 A2 HYD PUMP 3A
For an inoperative ACMP 3A, do as follows:

On the HYDRAULIC control panel, set the 3B switch to ON.
NOTE: Landing Gear operates slower than normal with the ACMP 3A pump inoperative, and the “GEAR
DISAGREE” EICAS warning message may be annunciated. If message disappears within 20
seconds, no action is required.
29.31.01 EICAS Hydraulic C 3 0 (O) All may be inoperative provided associated
Pressure Readouts pressure switches are operative.
(System 1,2, and 3).
PLACARD
Put an EICAS HYDRAULIC SYSTEM 1 (2, 3) PRESSURE READOUT INDICATION INOPERATIVE (as
applicable) placard below the secondary EICAS display.
With both engines operating, select hydraulic pumps 1B, 2B, 3A and 3B to ON.
Make sure you do not see HYDE DP 1A, HYD PUMP 1B, HYDE DP 2A, HYD PUMP 2B, HYD PUMP 3A OR
HYD PUMP 3B EICAS messages.
Configure Hydraulic control panel prior to takeoff.
29.32.01 EICAS Hydraulic C 3 0 (O) All may be inoperative provided quantity in

Reservoir Quantity associated reservoir(s) is checked on the reservoir
Readouts (Systems 1,2 sight glass before each departure.
and 3)
PLACARD
Put an EICAS SYSTEM 1 (2, 3) HYDRAULIC RESERVOIR QUANTITY INDICATOR READOUT(S)

INOPERATIVE placard (as applicable) below the secondary EICAS display.
MAINTENANCE:
Before each departure, perform Hydraulic fluid quantity check:

Pressurize the affected system to 3,000 psi.
Gain access to the sight glass for system 1 & 2 through the aft equipment bay door or for system 3 through
access panel 196CR in the wheel well.
Make sure the Hydraulic quantity indicated in the sight glass is within the limits of the following table:
System 1 Cool Fluid 45 - 55% Hot Fluid 55 - 81%
NOTE: Fluid is considered to be hot if the temperature is equal to or greater than (80 deg. F / 27 deg. C) as
indicated on the EICAS Hydraulic Synoptic page.
NOTE: Systems 1 and 2 may be checked by Flight Crew. System 3 requires inspection by Maintenance.
For an inoperative EICAS hydraulic reservoir quantity readout, system 1 (and/or 2), do as follows:
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Before each departure
(1) Pressurize the affected hydraulic system.
(2) Open the aft equipment compartment door 311B.
(3) Make sure the sight glass on the affected hydraulic quantity transmitter(s) indicates hydraulic fluid level(s)
within the limits shown in the table below.
HYDRAULIC COOL FLUID QUANTITY HOT FLUID QUANTITY

SYSTEM LIMITS* LIMITS**
System No. 1 & 2 55-60% 65-70%
* The cool fluid quantity limits are to be used when the hydraulic fluid temperature is equal
to or less than 80° F (27° C) as indicated on the EICAS hydraulic synoptic page.
** The hot fluid quantity limits are to be used when the hydraulic fluid temperature is
greater than 80° F (27° C) as indicated on the EICAS hydraulic synoptic page.
(4) Remove the hydraulic pressure from the affected hydraulic system.
(5) Close the aft equipment compartment door 311B.
For an inoperative system 3 EICAS hydraulic reservoir quantity readout, do as follows:
Before each flight
(1) Pressurize the hydraulic system 3.
(2) In the main landing gear bay, on the right wheel bin, remove the access panel 164CZ.
(3) Make sure the system 3 sight glass on the hydraulic quantity transmitter indicates hydraulic fluid level
within the limits shown in the table below.
HYDRAULIC COOL FLUID QUANTITY HOT FLUID QUANTITY

SYSTEM LIMITS* LIMITS**
System No. 3 55-55% 60-65%
* The cool fluid quantity limits are to be used when the hydraulic fluid temperature is equal
to or less than 80° F (27° C) as indicated on the EICAS hydraulic synoptic page.
** The hot fluid quantity limits are to be used when the hydraulic fluid temperature is
greater than 80° F (27° C) as indicated on the EICAS hydraulic synoptic page.
(4) Remove the hydraulic pressure from system 3.

(5) Install the access panel 164CZ.
29.34.01 Hydraulic Pump Low C 6 3 (O) Three may be inoperative provided:
Pressure Switches a) At least one Low Pressure Switch is
(Systems 1,2 and 3) operative for each hydraulic system, and
b) Associated Hydraulic Pressure and Quantity
Readouts are monitored during flight.
PLACARD
Put a HYDRAULIC PUMP LOW PRESSURE SWITCH(ES) INOPERATIVE placard below the secondary
EICAS display.
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INTENTIONALLY BLANK
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30. ICE AND RAIN PROTECTION
30.12.01 Wing Anti-ice Modulating C 2 0 (M) Both may be inoperative provided:
and SOVs
a) Valves are secured CLOSED;
b) Operations are not conducted in known or
forecast icing conditions; and
c) Both ice Detection systems are operative.
C 2 1 (M) May be inoperative CLOSED provided:
a) Valve is secured CLOSED; and

b) 14th Stage ISOL Valve is operative and
selected OPEN.
PLACARD
Put a WING ANTI-ICE MODULATING and SOV(s) INOPERATIVE placard on the ANTI-ICE panel.
Securing of Anti-Ice Modulating and SOV:
Apply AC power to the aircraft. On the EICAS control panel push the STAT button.
On the ANTI-ICE synoptic diagram of the secondary EICAS display, make sure that the anti-ice modulating
and SOV symbol indicates a closed position.
Open and collar circuit breakers.
CBP# CB# NAME

1 G2 A/ICE AUTO-1
2 G2 A/ICE AUTO-2
On the primary EICAS display make sure the caution message is displayed. (ANTI-ICE control switch must
be in NORM position).
30.12.02 14th Stage ISOL Valve C 1 0 (M) May be inoperative OPEN provided:
a) Valve position indication is operative;
b) Both ice Detection Systems are operative;
c) Both 14th Stage SOVs are operative; and
d) Both wing Anti-Ice Modulating and SOVs
are operative.
PLACARD
Put a WING ANTI-ICE ISOLATION VALVE (14TH STAGE) INOPERATIVE placard on the BLEED AIR
panel.
Secure 14th Stage ISOL valve OPEN:
With AC electrical power applied to the aircraft, on the BLEED AIR control panel push the 14 th STAGE ISOL
switch/light and make sure the OPEN part of the switch/light comes on.
Push the A/ICE push-button on the EICAS control panel.
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On the secondary EICAS display, make sure the symbol for the 14th stage ISOL valve on the anti-ice synoptic
diagram indicates an open position. Check that the 14th ISOL OPEN status message appears.
On circuit breaker CBP-1 open and collar circuit breaker #F9 (14 TH STAGE B/AIR ISOL).
30.12.03 Wing Anti-Ice System C 1 0 May be inoperative provided:

with ModSum a) Operations are not conducted in known or
TC601R15010 or forecast icing conditions; and
TC601R15059 b) Both Ice Detection Systems are operative.
1) Normal Control C 1 0 (M)(O) May be inoperative provided:

a) Standby Control is verified operative prior to
each flight;
b) Both the Ice Detection Systems are
operative; and
c) 14th Stage isolation Valve is operative.
PLACARD
Put a WING ANTI-ICE SYSTEM INOPERATIVE placard on the ANTI-ICE panel.
For an inoperative wing anti-ice normal and standby control, do a visual inspection of the left and right wing
leading edges as follows:
(1) Make sure the leading edge is smooth and clean, free of foreign matter.
(2) Make sure there are no distortions due to foreign object damage or discoloration as a result of anti-ice
overheating.
(3) Do an operational check of the ice detectors.
Perform check of Standby control before flight (engines running):
ANTI-ICE, WING switch to STBY and check the following:
L and R WING A/ICE caution message come on briefly then go out. It may be necessary to advance the
thrust levers (not greater than 75% N2) to extinguish the L and R WING A/ICE caution.
N2 gauges change colour to wing anti-ice mode.
Left and right ITT increases (which indicates the WING A/ICE valves open).
Left and right ITT decreases (which indicates the WING A/ICE valves have closed).
NOTE: When performing the Standby control check, the “L and R WING A/ICE” Caution messages may
not be posted on EICAS. This is due to high ambient temperatures at the wing leading edge (65 ±
5ºF) and is a normal indication.
2) Stand-By Control C 1 0 (M) May be inoperative provided Normal Control is

operative.
For an inoperative wing anti-ice normal and standby control, do a visual inspection of the left
and right wing leading edges as follows:
(1) Make sure the leading edge is smooth and clean, free of foreign matter.
-Continued-
(2) Make sure there are no distortions due to foreign object damage or discoloration as a result of anti-ice
overheating.
NOTE: Wing overheat test may not work with the standby control inoperative.
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30.12.07 BLEED AIR 14th Stage C 1 0 May be inoperative.
ISOL “OPEN” Switch
PLACARD
Put an “OPEN” LIGHT INOPERATIVE placard on 14TH Stage ISOL Switch Light, located on the BLEED
AIR control panel.
30.12.08 Outboard Low Heat C 4 0 (O) May be inoperative provided:
Switches with ModSum a) Operations are not conducted in known or
TC601R17364 or forecast icing conditions, and
TC601R17494) b) Both Ice Detection Systems are operative.
PLACARD
Put an OUTBOARD LOW HEAT SWITCH(ES) INOPERATIVE placard between the EICAS primary and
secondary pages.
The Wing Anti-Ice (WAI) System is considered inoperative and do as follows:

(1) Set the WAI switch to OFF.
(2) Leave icing condition once detected.
C 4 2 (M) One switch per wing may be inoperative

provided:
a) Switch failed in closed state is deactivated,
and
b) Remaining switch is verified operative.
For an outboard low heat switch failed CLOSED, indicated by an L(R) WING A/ICE caution message on
the EICAS secondary page, do as follows:
(1) Open the main avionics compartment.
(2) On the left side of the main avionics compartment, get access to the WAI Box Assembly.
(3) On the WAI box assembly, open and collar the applicable circuit breaker as follows:
CBP# CB# NAME

WAIS switch box 1CB1HA LH OUTBOARD LOW HEAT SWITCH 1
On the WAI Box Assembly front panel, put an INOP placard on the opened circuit breaker(s).
(4) Close the main avionics compartment.
On the same wing with a failed outboard low heat switch, make sure that the remaining switch is fully
operative as follows:
(1) Do the Operational Test of the Outboard Low Heat Switch (refer to TASK 30-12-15-710-801).
30.22.01 Engine Cowl Anti-Ice C 2 1 (M) One may be inoperative provided:
SOVs a) Valve is secured CLOSED;
b) Both Ice Detection Systems are operative;
-Continued- c) Operations are not conducted in known or
with AFM Limitations.
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PLACARD
Put a LH (or RH) ENGINE COWL ANTI-ICE SOV INOPERATIVE (as applicable) placard on the ANTI-ICE
panel.
Secure the Engine Cowl Anti-Ice SOV closed.
With AC power applied at the airplane, on the EICAS control panel push the STAT push-button.
On the ANTI-ICE synoptic diagram of the secondary EICAS display, make sure the anti-ice PRSOV symbol
indicated a closed position.
On circuit breaker panel CN-2 open and collar circuit breaker #N3 (A/ICE VALVE L ENG) or #N4 (A/ICE
VALVE R ENG).
On the primary EICAS display, make sure the L or R COWL A/ICE caution message is displayed.
Gain access to inoperative anti-ice cowl PRSOV, (panels 432 AB LT. Or 422 RT).
Remove the quick release pin from the body of the PRSOV and install it in the lock hole.
Operations are not conducted in known or forecast icing conditions. In regards to item (d) above, refer to
POH Section (1) Limitations for requirements for use of Cowl Anti-Ice.
30.22.02 Engine Cowl Anti-Ice B 2 1 One may be inoperative OPEN provided:

Pressure Relief Valves a) Both Ice Detection Systems are operative;
(Blow-Off Valves) b) Associated Thrust Reverser is operative;
c) Associated Blood Air 14th Stage SOV is
operative; and
Airplane Systems Inoperative).
C 2 1 May be inoperative OPEN provided:

a) Associated Engine Cowl Anti-Ice SOV is
selected OFF;
b) Both Ice Detection systems are operative;
and
forecast icing conditions.
with AFM Limitations.
PLACARD
Put a LEFT (RIGHT) ENGINE COWL ANTI-ICE PRESSURE BLOW-OFF VALVE INOPERATIVE (as
applicable) placard on the ANTI-ICE panel.
Operations are not conducted in known or forecast icing conditions. In regards to item (d) above, refer to
POH Section (1) Limitations for requirements for use of Cowl Anti-Ice.
NOTE: If Cowl Anti-Ice is selected, at mid to low power setting you may expect to see the COWL A/I caution
message. If the COWL A/I message is illuminated, avoid flying through areas of moderate or heavy
icing.
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30.31.01 Probe Heater
1) Pitot / Static B 2 1 (M) Except where enroute operations require its use,
Probe Heaters one may be inoperative provided:
a) Standby Pitot Head Heater is operative;
b) Operations are not conducted in visible
moisture (including standing water and
slush) in any form;
d) Both Ice Detection Systems are operative;
and
e) Operations re conducted in day VMC only.
PLACARD
Put a PROBE HEATER(S) INOPERATIVE (as applicable) placard on the ANTI-ICE panel.
Open and collar associated circuit breaker as listed below:
CBP# CB# NAME

4 A7 HEATERS ADS CONT 1
1 F13 HEATERS ADS CONT 2
2) Static Port Heaters B 2 1 (M) Except where enroute operations require its use,
one may be inoperative provided:
a) Operations are not conducted in visible
slush) in any form;
b) Operations are not conducted in known
c) Both Ice Detection systems are operations;
and
d) Operations are conducted in day VMC only.
Deactivate Port Heater as follows:

Open and collar circuit breaker as listed below:
CBP# CB# NAME

4 A6 HEATERS STATIC L
1 F14 HEATERS STATIC R
3) Angle of Attack Vane B 2 1 (M) One may be inoperative provided;
Heaters a) Operations are not conducted in visible
slush) in any form,
forecast icing conditions,
c) Both Ice Detection Systems are operative,
and
d) Operations are conducted in day VMC
conditions only
Deactivate AOA Heater as follows: Open and collar associated circuit breaker as listed below:
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CBP# CB# NAME

3 B5 HEATERS AOA L
1 A13 HEATERS AOA R
4) TAT Probe Heater C 1 0 (M) May be inoperative provided:
slush) in any form;
c) Both Ice Detection Systems are operative;
and
Deactivate TAT Probe Heater as follows: Open and collar associated circuit breaker as listed below:
CBP# CB# NAME

1 A12 HEATERS TAT
5) Base Heaters B 2 0 (M) Both may be inoperative provided:
slush) in any form;
c) Both ice Detection systems are operative;
and
Deactivate Base Heater as follows: Open and collar associated circuit breaker as listed below:
CBP# CB# NAME

4 B4 HEATERS PITOT 1
1 A14 HEATERS PITOT 2
6) Standby Pitot Head B 1 0 (M) May be inoperative provided:
Heater a) Operations are not conducted in visible
slush) in any form;
b) Operations are not conducted is known or
-Continued- forecast icing conditions;
c) Both Ice Detection systems are operative;
and
Deactivate Standby Pitot Head Heater as follows:

CBP# CB# NAME

3 B6 HEATERS STBY PITOT 1
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30.31.02 Air Data Sensor Heater B 3 2 (M) One may be inoperative provided:
Controllers a) Operations are not conducted in visible
slush) in any form;
c) Both Ice Detection Systems are operative;
and
PLACARD
Put an AIR DATA SENSOR HEATER CONTROLLER INOPERATIVE placard on the ANTI-ICE panel.
Deactivate Air Data Sensor Heater Controller as follows:
CBP# CB# NAME

4 A7 HEATERS ADS CONT 1
1 F13 HEATERS ADS CONT 2
4 A13 ADS STBY CONT.
With AC power connected to the airplane check that the following associated caution messages are displayed
on the primary EICAS display:
1. For #1 heater deactivated:

L AOA HEAT L PITOT HEAT L STATIC HEAT
2. For #2 heater deactivated:

R AOA HEAT R PITOT HEAT R STATIC HEAT TAT PROBE HEAT
3. For standby heater deactivated:

STBY PITOT HEAT
30.41.01 Windshield and Side C 4 3 (M) One may be inoperative provided:

Window Anti-Ice System a) Operations are not conducted in known or
forecast icing conditions, and
-Continued- b) Pilot's (Left) Side window heating is
operative.
(M) Two may be inoperative provided:
a) Operations are not conducted in known or
C 4 2
b) Pilot's (Left) Side window heating is
operative, and
c) Both Ice Detection Systems are operative.
PLACARD
Put a WINDSHIELD or SIDE WINDOWS ANTI-ICE CONTROLLER INOPERATIVE placard (as applicable)
on the ANTI-ICE panel.
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For an inoperative L windshield anti-ice controller, open and collar the following circuit breakers on:
CBP# CB# NAME

1 F12 HTR CONT L WSHLD
1 A10 HEATERS LEFT WSHLD
1 A11 HEATERS LEFT WSHLD
For an inoperative R windshield anti-ice controller, open and collar the following circuit breakers on:
CBP# CB# NAME

2 F12 HTR CONT R WSHLD
2 A10 HEATERS RIGHT WSHLD
2 A11 HEATERS RIGHT WSHLD
For an inoperative R window anti-ice controller, open and collar circuit breaker on panel open and collar
associated circuit breaker as listed below:
CBP# CB# NAME

2 F13 HTR CONT R WIND
2 A12 HEATERS RIGHT WIND
30.42.01 Windshield Wipers C 2 0 One or both may be inoperative provided operations
are not conducted in precipitation within 5 miles of
airport of take-off or intended landing.
a) SLOW Function C 1 0 May be inoperative provided FAST function is

operative.
b) FAST Function C 1 0 May be inoperative provided SLOW function is

-Continued- operative.
c) PARK Function C 1 0 May be inoperative provided wipers can be parked

out of pilot’s view.
PLACARD
Put a WINDSHIELD WIPER SYSTEM INOPERATIVE placard on both the pilot’s and co-pilot’s
WIPER/STALL panel.
30.71.01 Aft Waste Service Panel C 1 0 May be inoperative.

Heater
PLACARD
Put a WASTE SERVICE PANEL HEATER INOPERATIVE placard on the instrument panel.
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30.71.02 Drain Mast Heater C 2 0 (M) May be inoperative provided:
a) Associated sink is not sued; and
b) Sink and/or coffee water supply is turned off.
PLACARD
For an inoperative forward drain mast heater, do as follows:
(1) Put a GALLEY WATER SYSTEM INOPERATIVE placard on the POTABLE WATER SYSTEM control
panel.
(2) Put a DO NOT USE SINK placard on the galley sink.
For an inoperative aft drain mast heater, do as follows:

(1) Put a LAVATORY WATER SYSTEM INOPERATIVE placard on the POTABLE WATER SYSTEM
control panel.
(2) Put a DO NOT USE SINK placard on the lavatory sink.
For an inoperative forward drain mast heater, do as follows:

(1) On the galley POTABLE WATER SYSTEM control panel, put the GALLEY POWER switch to OFF.
(2) On the galley POTABLE WATER SYSTEM control panel, open and collar theGALLEY system circuit
breakers that follow:
- CONTL & IND.
- TANK HTR
- LINE HTRS
- COFFEE MAKER(S)
(3) Drain the galley water tank (refer to the AMM TASK 12-18-38-600-803).
(4) For an aircraft with the galley water supply valve installed, do as follows:
(a) Access the galley cart stowage area.
(b) Put the galley water supply valve to CLOSED.
(5) For an aircraft without the galley water supply valve installed, no action is required.
For an inoperative aft drain mast heater, do as follows:

(1) On the galley POTABLE WATER SYSTEM control panel, put the LAVATORY POWER switch to OFF.
(2) On the galley POTABLE WATER SYSTEM control panel, open and collar the LAVATORY system
circuit breakers that follow:
- CONTL & IND.
- TANK HTR
- LINE HTRS
(3) Drain the lavatory water tank.
(4) For an aircraft with the aft lavatory water supply valve installed, do as follows:
(a) Access the compartment below the lavatory sink.
(b) Put the lavatory water supply valve to CLOSED
-END-
30.71.03 Potable Water Freeze
Protection systems
1) Galley Water System C 1 0 (M) May be inoperative provided the galley water
Freeze Protection tank is drained.
(excluding water tank
heater)
2) Lavatory Water C 1 0 (M) May be inoperative provided lavatory water tank
System Freeze is drained.
Protection (excluding
water tank heater)
3) Galley Water Tank C 1 0 (M) May be inoperative provided:
Heater a) Heater is deactivated, and
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b) Galley water system is drained if ground
operations below 0ºC (32ºF) ambient will
exceed 3 hours.
4) Lavatory Water Tank C 1 0 (M) May be inoperative provided:
Heater a) Heater is deactivated, and
b) Lavatory water system is drained.
PLACARD
Put a GALLEY and/or LAVATORY WATER SYSTEM INOPERATIVE placard as applicable on the
POTABLE WATER SYSTEM control panel.
Verify the affected systems water pump and freeze protection switches are placed in the OFF position.
Pull and collar the applicable water pump tank heater, and line heater circuit breakers located on the galley
control panel. Drain the affected water system completely.
30.81.01 Ice Detection Systems a) C 2 1 (M) One may be inoperative provided wing and cowl
anti-ice systems are turned ON when icing conditions
as defined in the AFM exist or are anticipated.
b) A 2 0 (M) Both may be inoperative provided:

a) Operations are not conducted in known or
forecast icing conditions, and
b) Wing and cowl anti-ice systems are turned
ON when icing conditions as defined in the
AFM exist or are anticipated, or when any ice
build-up on the aircraft is observed.
PLACARD
Put an ICE DETECTION SYSTEM 1 (or 2) INOPERATIVE placard (as applicable) on the ANTI-ICE panel.
Open and collar the affected circuit breaker as follows:
CBP# CB# NAME

3 B8 ICE DET 1
2 C7 ICE DET 2
In regards to proviso above, refer to the POH Section 1, Limitations and Section 8, Adverse Weather
Operations for definition and operational procedures for flight in Icing Conditions.
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31. INDICATING RECORDING SYSTEMS
31.14.01 Master Warning Switch C 2 1 One may be inoperative.
Lights (Glareshield) (light
function only)
PLACARD
Put a “MASTER WARNING” LIGHT INOPERATIVE placard on the MASTER WARNING Switch/Light,
located on the PILOT or COPILOT (as applicable) Switch Lights panel.
31.14.02 Master Caution Switch C 2 1 One may be inoperative.

Lights (Glareshield) (light
function only)
PLACARD
Put a “MASTER CAUTION” LIGHT INOPERATIVE placard on the MASTER CAUTION Switch/Light,
located on the PILOT or CO-PILOT (as applicable) Switch Lights panel.
31.21.01 Clocks C 2 1 As required by CAR 91.04.5

CAR 91.04.5 A 2 0 (O) Both may be inoperative provided:
a) Both pilot and co-pilot have ready access
to a reliable timepiece which display
seconds (a wristwatch is acceptable;
b) Approach procedures do not require
timing;
c) FDR is considered inoperative; and
PLACARD
Put a CLOCK INOPERATIVE placard on the pilot’s and/or co-pilot’s clock face.
Check time on the FMS STATUS page. If time is incorrect, set time using operative clock.
Check time on the FMS STATUS page, if time is incorrect, set time as follows: Select STATUS page, Enter
time on LSK-L4 labelled UTC.
31.31.01 Flight Data Recorder Any excess of those required by CAR 121.05.17
(FDR) System may be inoperative
See appendix A for reference to CAR
121.05.17 A 1 0 May be inoperative provided:
a) Cockpit Voice Recorder (CVR) operates
normally;
b) Repairs are made within three flight days
1) FDR Recording Parameters A 30 16 Up to three digital parameters may be inoperative

required by regulations. provided:
Refer CATS 121.05.17 4 a) Cockpit Voice Recorder (CVR) operated
normally; and
b) Repairs are made within 20 calendar days.
2) FDR Recording Parameters A 14 0 May be inoperative provided repairs are made

not required by regulations. prior to the completion of the next heavy
maintenance visit.
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31.31.02 Quick Access Recorder - 0 0 Not Fitted
(QAR)
31.41.02 EICAS Control Panel B 1 0 Each may be inoperative provided PRIM, STAT,
(ECP) Discrete Buttons CAS and STEP buttons are verified operative.
a) ECS
b) HYD
c) ELEC
d) FUEL
e) F/CTL
f) A/ICE
g) DOORS
h) SEL
i) MENU
j) UP
k) DN
PLACARD
Put an EICAS “XXXXX” DISCRETE BUTTON INOPERATIVE (“XXXXX” describes the inoperative discrete
button) placard on the EICAS control panel.
31.41.03 Lamp Driver Unit C 2 1 (M) One channel may be inoperative provided:
Channels a) Affected channel is deactivated; and
b) Remaining channel is tested operative.
PLACARD
Put a LAMP DRIVER UNIT CHANNEL INOPERATIVE placard on the instrument panel.
Deactivate of Lamp Drive unit:

Per the information below, open and collar the affected circuit breaker:
CHANNEL 1 CBP-1 H5 EICAS LDU L
CHANNEL 2 CBP-2 Q9 EICAS LDU R
Test the remaining channel with the test switch.
31.41.04 Data Concentration Units C 2 0 May be inoperative as long as DCU’s are

(DCU) Fans functioning normally.
PLACARD
Install a DATA CONCENTRATION UNIT (DCU) FAN(S) INOPERATIVE placard as required by operator’s
procedures.
31.41.05 AUDIO WARNING DCU C 2 1 May be inoperative provided DCU associated

Switch Guards with operative switch guard is operative.
PLACARD
Put an AUDIO WARNING DCU 1, and/or 2, and /or 3 (option) SWITCH GUARD INOPERATIVE placard on
the co-pilot console.
31.61.01 EICAS Display Unites B 2 1 One may be inoperative.

(ED#1 or ED #2)
PLACARD
Put a DISPLAY UNIT INOPERATIVE placard on the affected EICAS display unit.
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32. LANDING GEAR
32.30.01 Landing Gear Retraction B 1 0 (M) May be inoperative provided:
System a) Operations are conducted in accordance
with AFM Supplement (Flight with Landing
Gear Down),
c) Ground lock pins are installed to ensure that
all three landing gears are locked down
throughout flight,
d) Inflight performance information given in
Flight Planning and Cruise Control Manual is
used,
e) Extended overwater operations are
prohibited,
f) Both headsets are worn,
g) Flight Compartment and Cabin Interphone
systems are operative,
h) Both Flap Electronic Control Unit Channels
are operative,
i) Both Flap Power Drive Unit Motors are
operative, and
j) Cat II and Cat III A operations are prohibited
PLACARD
Put a LANDING GEAR RETRACTION SYSTEM INOPERATIVE placard on the LDG GEAR control panel.
Securing Landing Gear in down position:
Insert ground lock pins in all three landing gear. Assure that “REMOVE BEFORE FLIGHT” flags are removed
from pins. Secure pins in place with safety wire.
NOTE: No revenue passengers shall be carried.
To operate in accordance with AFM as required by item (a) above, do as follows:
LIMITATIONS:
• No known forecast icing.

• Maximum airspeed is 250 KIAS
• Both main and nose landing gear are locked down with locking pins.
• Both headsets are worn.
All normal and emergency procedures remain the same except all performance must be reworked to account
for the gear down. Have dispatch send the takeoff performance and landing performance.
NOTE: It is acceptable to verbally receive the appropriate penalties from your dispatcher.
Enroute performance and fuel burns are computed by dispatch using information obtained from the Flight
Planning and Cruise Control manual.
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32.31.01 Landing Gear Selector C 1 0 (M) May be inoperative in LOCKED position (down)
Handle Anti-Retraction provided downlock release mechanism is verified
Mechanism operative.
PLACARD
Put a LANDING GEAR SELECTOR HANDLE ANTI-RETRACTION MECHANISM INOPERATIVE placard

on the LDG GEAR control panel.
- Verification of operation of downlock release mechanism:

- Install lock pins in the Nose Landing Gear and both Main Landing gears.
- Release hydraulic pressure from the #3A & B hydraulic system.
- Push DN LK REL button and move selector handle to the up position.
- Ensure the handle moves freely and move selector handle to the down position.
- Ensure the handle locks in the down position and gear indications show gear down and locked.
- Remove the landing gear lock pins from the nose and main landing gears.
32.43.01 Brake Accumulator C 2 0 (M) Both may be inoperative provided accumulator

Pressure Gauges pre-charge pressure is checked using a suitable
pressure gauge each flight day.
PLACARD
Put a BRAKE ACCUMULATOR PRESSURE GAUGE(S) INOPERATIVE placard on the instrument panel.
Brake Accumulator pressure check:
Through forward equipment door 221AL, gain access to the brake pressure accumulators and connect
nitrogen charging kit to the inboard or outboard valve as required.
Make sure the pressure gauge on the charging kit shows a minimum of 750 psi.
Disconnect the charging kit, re-install the valve cap and close the equipment door.
32.44.01 Anti-Skid system B 2 1 (M)(O) Either the inboard or outboard channel may
Channels be inoperative provided:
a) Nosewheel Steering is operative;
b) Both pairs of Ground Spoilers are operative;
c) Both Thrust Reversers are operative;
d) Both inboard and outboard wheel brakes are
verified operative;
e) Both EICAS Brake Temperature Monitoring
Readouts associated with the operative anti-
skid channel are operative;
f) Reduced Thrust take-off operations are
prohibited;
g) Take-off or landing is not conducted from a
contaminated runway; and
h) Operations are conducted in accordance
with AFM Supplement (Operations with Anti-
Skid Inoperative).
PLACARD
Put an ANTI-SKID SYSTEM INOPERATIVE placard on the instrument panel.
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For an inoperative anti-skid system channel, do as follows:
On the (EICAS), select the hydraulic synoptic page.
Make sure that the brake pressure indications are 3000 psi.
Set the ANTI SKID switch on the LDG Gear control panel to OFF.
Push and release the pilot’s pedal.
Make sure that the discs on each brake unit compress and release.
Push and release co-pilot’s brake pedal.
Make sure that the discs on each brake unit compress and release.
To operate in accordance with AFM as required by item (h) above, do as follows:
LIMITATIONS
• The thrust reversers must be operative.

• The nose-wheel steering system must be operative.
• The inboard and the outboard ground spoilers must be operative.
• The inboard and outboard wheel brakes must be operative.
• BTMS indications associated with the operative anti-skid channel must be operative.
• Reduced thrust takeoffs are prohibited.
• Takeoff and landing on contaminated runways are prohibited.
CAUTION: Aggressive use of maximum braking may cause brake locking and result in blown tyres on the
wheels with the inoperative anti-skid channel.
EMERGENCY PROCEDURES
All emergency procedures contained in the POH and QRH are applicable except modify the Rejected Takeoff
Before Achieving V, as follows:
Rejected Takeoff
Simultaneously:
(1). THRUST LEVERS ………………………………………………...IDLE
(2). WHEEL BRAKES………...……. MODERATE to MAXIMUM braking

(without locking the brakes until a safe stop)
CAUTION
Aggressive use of maximum braking may cause

brake locking and result in blown tyres on the
wheels with the inoperative anti-skid channel.
-Continued-
(3). GROUND SPOILERS …………………………. CHECK EXTENDED
Consider manual flight spoiler deployment as a back-up
(4). THRUST REVERSER(S)………………………………….MAXIMUM
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Consistent with directional Control
NORMAL PROCEDURES
All normal procedures contained in the POH are applicable except as follows:
Upon Landing:
• Both engines …………………….. Apply maximum reverse thrust

• Brakes ……….…………………… Apply light to moderate braking until safe taxi speed is maintained.
CAUTION: Extreme caution is required during braking to avoid tyre damage. Maximize use of reverse
thrust.
ABNORMAL PROCEDURES:
The following message/indications will be posted during this condition:
• A/SKID INBD caution message and inboard brakes BTMS indications invalid (dashed); OR
• A/SKID OUTBD caution message and outboard brakes BTMS indications invalid (dashed).
If the BTMS indications associated with the inoperative anti-skid channel are invalid (dashed), the
BTMS must be considered inoperative, and dispatch must be in accordance with BTMS inop
procedures from POH section 5 and QRH VOL 1.
PERFORMANCE:
Anti-skid inop penalties for takeoff and landing data are available from the Airport Analysis Manual onboard
the aircraft.
NOTE: It is acceptable to verbally receive the appropriate penalties from your dispatcher.
FOR SUBSEQUENT FAILURE IN FLIGHT
Aircraft is dispatched with A/AKID INBD caution Msg:
• If hydraulic System #2 fails in flight, select ANTI SKID toggle switch to OFF.
Aircraft is dispatched with A/SKID OUTBD caution Msg:
• If hydraulic System #3 fails in flight, select ANTI SKID toggle switch to OFF.
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32.45.01 Parking Brake Handle B 2 1 (O) May be inoperative provided:
Locking Positions a) Parking brake system is verified operative;
(clockwise and counter- b) Remaining locking position is verified
clockwise) operative before each flight; and
c) Inoperative locking position is legibly
placarded.
PLACARD
Put a LOCKING POSITION (CLOCKWISE AND COUNTER-CLOCKWISE) INOPERATIVE placard on the

PARKING BRAKE panel.
A. Once after the failure occurred, make sure that the parking brake system is operative as follows:
(1) On the EICAS control panel (ECP) push the HYD pushbutton to get access to the HYDRAULIC
synoptic page.
(2) On the HYDRAULIC page, make sure that the INBD BRAKES and OUTBD BRAKES hydraulic
pressure is within limits.
(4) On the EICAS secondary page, make sure that the PARKING BRAKE ON advisory message does
not show.
(5) Set the parking brake with the remaining operative position of the parking brake handle.
(6) Make sure that the PARKING BRAKE ON advisory message shows on the EICAS secondary page.
(7) Release the parking brake.
(8) Make sure that the PARKING BRAKE ON advisory message does not show on the EICAS
secondary page.
B. Before each flight, make sure that the remaining operative position of the parking brake handle
operates as follows:
(1) Push down and hold the brake pedals.

(2) Pull out the parking brake handle to its maximum.
(3) Turn the parking brake handle 90 degrees towards the operative locking position (clockwise or
counter-clockwise) and release.
(4) Make sure that the parking brake handle is locked and extended to its maximum.
(5) Release the brake pedals and make sure one more time that the parking brake handle is locked.
(6) Procedures are established to alert the flight crew about the inoperative locking position (clockwise
or counter-clockwise) of the parking brake handle on the first flight of the day and for all the other
flight crews.
NOTE: 1. Make sure that there are wheel chocks at the main wheels because the aircraft can move and
cause injury to persons and/or damage to equipment.
NOTE: 2. While applying or removing the parking brake, do not turn the parking brake handle until it is fully
pulled out because the internal locking device can be damaged.
NOTE: 3. When the parking brake handle is in the extended and locked position, do not turn it more than
90 degrees because the internal locking device can be damaged.
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32.46.01 EICAS Brake C 4 0 (O) May be inoperative for indication “----” provided:
Temperature Monitoring a) AFM quick turn-around landing weight charts
Readouts are used; and
b) Minimum brake cooling times (AFM
Performance) are observed.
PLACARD
Put a BRAKE TEMPERATURE MONITORING SYSTEM (BTMS) INOPERATIVE placard between the
EICAS primary and secondary pages.
For an EICAS Brake Temperature Monitoring Readout that is intermittent, not accurate, or inoperative,
deactivate the applicable sensor as follows:
(1) Get access to applicable BTMS thermocouple connector (TC6P/J1, TC7P/J1, TC8P/J1, TC9P/J1)
(2) Cap the applicable harness connector.
NOTE: It is permissible to use metal dust cap (D38999/32W09N or D38999/32W09R).
(3) Stow connector to its own harness tubing using lacing tape or cable ties (MS3367).
NOTE: Refer to Electrical/Electronic Components – Standard Practices Manual (CSP BC-115), SPM 20-12-
05, figure 2.
(4) Cap the applicable thermocouple connector.
(5) Use high temperature sleeve and lacing tape.
NOTE: Spot or cable ties must be used to tightly secure the sleeve to the connector body.
(6) Cut and discard steel rope.

(7) Make sure the secured harness does not foul with landing gear parts.
Establish and use the procedure that follows:
(1) AFM quick turn-around landing weight charts, and

(2) Monitoring minimum brake cooling times.
NOTE 1: AFM Reference (CSP A-012) Chapter 06, PERFORMANCE, Landing Performance, MAXIMUM
PERMISSIBLE QUICK TURN-AROUND LANDING WEIGHT.
NOTE 2: AFM Reference (CSP A-012) Chapter 06, PERFORMANCE, Section 3, Take-Off Performance,
MAXIMUM ALLOWABLE BRAKE TEMPERATURE FOR TAKE-OFF.
32.47.01 EICAS Brake Pressure C 2 0 (M) Both may be inoperative provided:
Readouts a) Brake accumulator(s) nitrogen pressure is
verified prior to the first flight of the day,
b) Capability of brake accumulators to retain
adequate hydraulic fluid for brakes is verified
prior to the first flight of the day, and
c) EICAS Hydraulic Pressure Readouts are
operative.
PLACARD
Put an EICAS BRAKE PRESSURE INDICATION(S) INOPERATIVE placard below the secondary EICAS
display.
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For an inoperative EICAS brake pressure indication(s), do as follows:

Before the first flight of the day
(1) Make sure that the hydraulic system 2 (outboard brakes) and/or hydraulic system 3 (inboard brakes)
accumulator(s) for the affected system are serviced (refer to the AMM TASK 12-12-29-614-802).
(2) Do the operational test of the brake accumulator (refer to the AMM TASK 32-43-16-710-801).
NOTE: Should a failure of the hydraulic system occur without displaying the brake pressure on the synoptic
page, the aircraft shall not be flown for more than 60 minutes after the hydraulic system failure.
32.50.01 Nosewheel Steering C 1 0 (M)(O) May be inoperative provided:

a) Solenoid selector valve is not failed OPEN,
b) Landing gear selector valve is verified
operative,
c) Nosewheel steering system is selected OFF,
d) Take-off or landing is not conducted from a
contaminated runway,
e) Flight/Ground Spoiler Systems are operative,
and
f) Operations are conducted in accordance
Airplane Systems inoperative).
NOTE: Asymmetric brakes rather than asymmetric

thrust should be used to maintain directional
control as required at low speed end of the
roll.
PLACARD
Put a NOSEWHEEL STEERING INOPERATIVE placard on the STEERING-HANDWHEEL control module
and on the NOSEWHEEL STEERING ARMING switch.
For an inoperative nosewheel steering (NWS), do as follows:
(2) Make sure that the solenoid selector valve (SSV) is not in the failed open position as follows:
(a) Pressurize the hydraulic system 3.
(b) Set the N/W STRG switch to the ARMED position.
(c) On the EICAS primary display, make sure that the STEERING INOP caution message is displayed.
(d) Make sure that the rudder pedals are at the neutral position.
(e) Make sure that the steering handwheel control unit is in the neutral position.
(f) On the pilot’s and 123o-pilot’s display reversionary panels, make sure that the rotary selectors are
set to the NORM position.
(g) On the CBP-1, select the MAINT switch to the MFD 1 or 2 position to show the MAINTENANCE
MENU on the selected multifunction display (MFD).
(h) On the applicable display control panel (DCP), use the BRG 1 or 2 switches to move the cursor (on
the MAINTENANCE MENU page) to the LRU DIAGNOSTIC DATA line.
NOTE: The BRG pointer 1 (single line arrow) moves the cursor up. The BRG pointer 2 (double line arrow)
moves the cursor down.
(i) On the applicable DCP, push the RDR pushbutton to get the LRU DIAGNOSTIC DATA page on
the selected MFD.
-Continued-
(j) Push the RDR pushbutton again to get the LRU DIAGNOSTIC DATA page to display in binary.
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NOTE: The LRU DIAGNOSTIC DATA page is in binary when you see the following in the LRU/LBL-
DATA (32-9) column: - XXX-XXXX XXXXXXXX XXXX XXXX XXXX. The XXX-, represents the
LRU octal address (350- will be shown for the LRU, STEER BY WIRE octal address), and the
XXXX XXXX XXXX XXXX XXXX XXXX, represents the LRU octal address diagnostic binary word
(the X is the Bit of the diagnostic binary word (from 32 to 9) and will be a 1 or a 0).
(k) On the applicable DCP, use the BRG 1 or 2 switches to scroll the pages up or down to get to the
LRU, STEER BY WIRE on the LRU DIAGNOSTIC DATA page.
(l) Make sure that the LRU STEER BY WIRE octal address diagnostic binary word is not displayed as
follows: - 350-XXXX XX11 XXX1 1X1X XXXX XXXX.
NOTE: If bits 18, 20, 21, 25 and 26 of the LRU STEER BY WIRE octal address are all set to 1, the SSV
has failed open. Thus, dispatch is not permitted. If these same bits are not all set to 1, continue
with the procedure.
(m) On the applicable DCP, push the TFC pushbutton to go back to the MAINTENANCE MENU on the
MFD.
(n) On the CBP-1, select the the MAINT switch to OFF.
(o) On the previously selected MFD, make sure that the HSI mode display is shown.
(p) Remove pressure from the hydraulic system 3.
(q) Disconnect the nose landing gear torque link.
(r) Pressurize the hydraulic system 3.
(s) Put the N/W STRG switch to OFF.
(t) Try to move the upper torque link to the left and right.
NOTE: If the upper torque link cannot be moved, the SSV has failed open, and dispatch is not permitted.
If the upper torque link can be moved, the SSV is closed (free castering mode), and dispatch is
permitted.
(u) Reconnect the nose landing gear torque link.

(v) Remove pressure from the hydraulic system 3.
(3) Do the operational test of the brake system as follows:
NOTE: Use qualified personnel as required to do this check. Use an external headset or a suitable
communication procedure to communicate to the flight deck.
(a) Put the wheel chocks at the nose and main wheels.
(b) Release the parking brake.
(c) Pressurize the hydraulic system 2 and 3.
(d) On the LDG GEAR control panel, put the ANTI SKID switch to OFF.
(e) Push and release the pilots side brake pedals. At the same time, make sure that the discs of each
brake unit compress and release.
(f) Push and release the co-pilots side brake pedals. At the same time, make sure that the discs of each
brake unit compress and release.
(g) Set the parking brake.
(h) Remove pressure from the hydraulic system 2 and 3.
(i) Remove the wheel chocks if not required.
(j) On the LDG GEAR control panel, put the ANTI SKID switch to ARMED.
(4) Verify that the landing gear selector valve is operative as follows:
(a) Depressurize hydraulic system 3.
(b) Manually move the nose landing gear uplock in the locked position.
(c) Make sure that the LDG GEAR control handle is in the DN position.
(d) Pressurize hydraulic system 3.
(e) Make sure that the uplock unlocks
NOTE: If the uplock does not unlock, dispatch is not permitted.
(f) Restore the aircraft as required.
Crew should follow procudures as per AFM for nose steering inop.
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33. LIGHTS
33.11.01 Cockpit/Flit Dec/Flight C 8 4 Individual lights may be inoperative provided
Compartment and remaining lights are:
Instrument Lighting a) Sufficient to clearly illuminate all required
Systems (excluding EFIS) instruments, controls and other devices for
which it is provided;
b) Positioned so that direct rays are shielded
from flight crew members eyes; and
c) Lighting configuration and intensity is
acceptable to flight crew.
D 8 0 May be inoperative provided aircraft is not operated

at night.
PLACARD
Put a LIGHT INOPERATIVE placard near the inoperative light.
33.13.01 Cockpit Dome Lights C 1 0 May be inoperative
PLACARD
Put a LIGHT INOPERATIVE placard near the inoperative light.
33.21.01 Cabin Interior Lights C 58 45 (O) Up to 25% of galley light individual lamps, up
to 25% of sidewall downwash lights and up to 25%
of ceiling lights may be inoperative provided:
a) No more than two adjacent and no

opposite ceiling lights may be inoperative;
b) No more than two adjacent and no
opposite sidewall downwash lights may be
inoperative ;
c) Cabin interior light brightness control is
operative or failed in a bright state;
d) Sufficient lighting is operative for cabin
crew to perform required duties; and
e) Lighting configuration at dispatch is
acceptable to the flight crew.
f) Procedures for charging the Photo
luminescent Floor Proximity Emergency
Escape Path Marking System before the
first flight of the day are observed.
NOTE: Cabin interior lights are comprised of 35 ceiling lights, 17 sidewall lights and 6 galley lights.
PLACARD
Put a CABIN INTERIOR LIGHT(S) INOPERATIVE placard on the FORWARD FLIGHT ATTENDANT panel
Before the first flight of the day, do as follows:

(1) Make sure that all overhead bin doors are closed.
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(2) Celing lights (75% or more), sidewall lights (75% or more) and galley lights (75% or more) shall be on
and selected to bright for at least 15 minutes.
33.21.02 Stair Lights D 3 0 May be inoperative.
PLACARD
Put an INOPERATIVE STAIR LIGHT(S) placard on the forward flight attendant’s panel.
33.23.01 Boarding Lights D 8 0 May be inoperative.
PLACARD
Put a BOARDING LIGHTS INOPERATIVE placard on the forward flight attendant’s panel.
33.24.01 Passenger Notice system A 1 0 (O) May be inoperative provided:

(No Smoking / Fasten a) Aircraft crew are the only occupants of the
Seatbelts aircraft,
b) Alternate procedures are established and
used, and
c) Repairs are made within one flight day.
NOTE: For the purpose of this item "aircraft crew"

is considered to be flight crew members, flight
attendants, aircraft maintenance personnel and
supervisory crew members.

a) PA system is operative, and
b) Procedures are established and used to
alert flight attendants and notify passengers
when seat belts are to be fastened and
smoking is prohibited.
PLACARD
A. For an inoperative automatic passenger notice system, do as follows:

(1) Put a PASSENGER NOTICE SYSTEM (NO SMOKING/FASTEN SEAT BELTS) – AUTOMATIC
SYSTEM INOPERATIVE placard on the PASS SIGNS/EMER LTS control panel.
B. For an inoperative no smoking/fasten seat belt sign(s), do as follows:

(1) Put a SEAT POSITION XX NO SMOKING/FASTEN SEAT BELT SIGN(S) INOPERATIVE plancard on
the PASS SIGNS/EMER LTS control panel.
(2) Put a SIGN INOPERATIVE placard on the affected NO SMOKING/FASTEN SEAT BELT signs(s).
(3) Put a DO NOT OCCUPY placard on the affected seat (as applicable) and/or on the lavatory door.
Flight Crew will brief the flight attendant of NO SMOKING AND FASTEN SEAT BELTS signs being
inoperative. Flight attendant will increase awareness of passengers continued use of seat belts and no
smoking throughout the entire flight. After boarding, the Captain will make an announcement that “SEAT
BELTS MUST BE WORN FOR THE DURATION OF THE FLIGHT AND SMOKING IS PROHIBITED DUE
TO NOTIFICATION SYSTEM FAILURE”.
1) Automatic Function C 1 0 (O) May be inoperative provided:

a) Manual control function is verified
operative; and
used.
Flight Crew will operate the passenger signs in the manual positions.
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2) No Smoking / Fasten C 25 0 (O) May be inoperative provided:

Seat Belt Signs a) PA system is operative, and
alert flight attendants and notify passengers
when seat belts are to be fastened and
smoking is prohibited.
C 25 13 (O) One or more may be inoperative provided

passenger or flight attendant seats from which a
sign is illegible or missing shall not be occupied and
must be blocked and placarded "DO NOT
OCCUPY".
Flight Crew will brief the flight Attendant to block and placard affected rows.
33.31.01 Service Lights D 2 0 May be inoperative
PLACARD
Put a SERVICE LIGHT(S) INOPERATIVE placard on the applicable SERVICE LIGHT panel.
33.32.01 Maintenance Lights D 2 0 May be inoperative
PLACARD
Put a MAINTENANCE LIGHT(S) INOPERATIVE placard on the affected SERVICE LIGHT

panel.
33.41.01 Landing Lights C 4 3 One may be inoperative.
C 4 2 Two may be inoperative provided:

a) Both Taxi/Recognition Lights are operative;
and
b) Taxi/Recognition Lights are switched OFF
whenever airplane is stationary in excess of
10 minutes.
C 4 0 All may be inoperative provided aircraft is not

operated at night.
PLACARD
Put a LANDING LIGHT(S) INOPERATIVE placard on the LANDING LTS panel.
33.41.02 Taxi/Recognition Lights C 2 0 Both may be inoperative provided aircraft is not

-Continued- operated at night.
C 2 0 Both may be inoperative provided two Landing

Lights are operative.
PLACARD
Put a TAXI/RECOGNITION LIGHT(S) INOPERATIVE placard (as applicable) on the LANDING LTS panel.
33.41.03 Pulsating Landing Lights - 0 0 Not Fitted

System
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33.42.01 Navigation Lights
1) Wing Tip Position C 4 2 One light bulb may be inoperative at each wing tip.
Light Bulbs
C 4 0 All may be inoperative provided aircraft is not
operated at night.
2) Aft Position Light C 2 1 (O) One light bulb may be inoperative provided
Bulbs remaining light bulb is operative.
C 2 0 Both may be inoperative provided aircraft is not

operated at night.
PLACARD
Put a WING TIP POSITION NAVIGATION LIGHT(S) INOPERATIVE and/or AFT POSITION NAVIGATION
LIGHT(S) INOPERATIVE (as applicable) placard on the EXTERNAL LTS panel.
33.43.01 Wing Inspection C 2 0 Both may be inoperative provided:
a) Ground de-icing procedures do not require
their use; and
b) A portable lamp/light of adequate capacity
for wing and/or control surface inspection is
available for night operations in icing
conditions.
C 2 0 Both may be inoperative provided aircraft is not

operated at night.
PLACARD
Put a WING INSPECTION LIGHT(S) INOPERATIVE placard on the EXTERNAL LTS panel.
33.44.02 Low Intensity Red Beacon B 2 1 Bottom light may in inoperative.

Lights
PLACARD
Put a RED BEACON LIGHT INOPERATIVE placard on the EXTERNAL LTS panel.
33.45.01 Sterile Light System - 0 0 Not Fitted
33.46.01 Tail Flood Lights (Logo D 2 0 May be inoperative.

Lights)
PLACARD
Put a LOGO LIGHT(S) INOPERATIVE placard on the EXTERNAL LTS panel.
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33.51.01 Cabin emergency Lights A 4 0 (O) May be inoperative provided:
a) Assigned aircraft crew are the only
occupants of the aircraft.
b) No crew occupies are of affected lights;
c) Alternate procedures are established and
used; and
a) Ceiling Level C 4 2 Two ceiling floodlights may be inoperative provided

Emergency they are not adjacent to each other.
floodlights
b) Floor Level C 2 2 Three out of five light bulbs within each floor
Emergency floodlight may be inoperative.
Floodlights
c) Ceiling Level C 3 3 Each exit sign may have 50% of its internal lights
Lighted Exit Sigs inoperative, except that both tip lights in exit sign
(Cuved signs) must be operative.
d) Lighted Exit Sign C 4 4 Each exit sign may have 50% of it’s internal lights
inoperative.
e) Floor Level - 0 0 Not Fitted

Lighted Exit Signs
f) Electroluminescent C 1 1 Up to 50% of the individual floor- mounted lighting

Floor Proximity strips may be inoperative provided they are not
Emergency Escape adjacent to each other. Strips with orange overlays
Path Marking at the Service Door must be operative.
System
g) Photo luminescent - 0 0 Not installed.

Floor Proximity
emergency Escape
Plath Marking
System Strip/Tape
PLACARD
Put a CABIN EMERGENCY LIGHTS INOPERATIVE placard on the PASS SIGNS/EMER LTS panel.
Establish a procedure to position the flight crew in the area most accessible to exits and an
evacuation procedure for Cabin Emergency Lights inoperative. The assigned exits are to be
in an area of operative lights.
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33.51.02 Exterior Emergency C 8 0 All may be inoperative provided aircraft is not
Lights operated at night.
A 8 0 (O) May be inoperative provided:

a) Assigned aircraft crew are the only
occupants of the aircraft;
used; and
c) Repairs are made within one flight day.
NOTE 1: For the purpose of this item "aircraft crew"

personnel and supervisory crew
members.
NOTE 2: Assigned aircraft crew on a ferry flight will
be at most the two pilots and two cabin
crew.
C 8 6 One of two rearward overwing lights on each side of

the aircraft may be inoperative.
PLACARD
Put an EXTERIOR EMERGENCY LIGHT(S) INOPERATIVE placard on the PASS SIGNS/EMER LTS
panel.
Aircraft Crew will utilize aircraft flashlights for emergency egress in the event of an evacuation at night.
33.51.03 Emergency Lights “OFF” C 1 0 May be inoperative.

PLACARD
Put an EMERGENCY LIGHTS “OFF” LIGHT INOPERATIVE placard on the PASS SIGNS/EMER LTS
panel.
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34. NAVIGATION
34.12.01 Integrated Standby
Instruments (ISI)
1) NAV Function C 1 0 May be inoperative.
2) Altitude Function B 1 0 May be inoperative provided:

a) Operations are conducted in day VMC,
and
b) Source selector is selected to NORMAL
with each side fed from its on-side
AHRS/IRS
PLACARD
Put an INTEGRATED STANDBY INSTRUMENTS (ISI) INOPERATIVE placard below the primary EICAS
display unit.
34.14.01 Altitude Alerting System A 1 0 Except where enroute operations require its use,
may be inoperative provided:
a) Autopilot with altitude hold is operative,
and
c) Refer CATS 91.04.31 No RVSM flights
allowed
PLACARD
Put an ALTITUDE ALERTING SYSTEM INOPERATIVE placard below the primary EICAS display unit.
The Flight Crew will verify the operation of the autopilot and altitude hold by selecting the flight director “ON”,
engaging the autopilot on the ALT annunciation is present in the FMA. Using the Captain’s altimeter
barometric selector, change the altimeter ± 100 feet noting the flight director bars command either a pitch up
or a pitch down.
Additionally, the Flight Crew will ensure that the non-flying pilot will vocally call out altitude increments for
ascending and descending as follows:
• “1,000 FEET TO LEVEL OFF”
• “400 FEET TO LEVEL OFF”
• “100 FEET TO LEVEL OFF”
34.21.01 Altitude Heading Reference C 2 0 May be inoperative.
System (AHRS) Fans
PLACARD
Install an ATTITUDE HEADING REFERENCE SYSTEM FAN(S) INOPERATIVE placard as required by

operator’s procedures.
34.22.01 Non-stabilized Magnetic B 1 0 (O) May be inoperative provide:

Compass (Standby a) Any combination of two Gyro or INS
Compass) (IRU) Stabilized Compass Systems
operate normally; and
b) Operations are conducted with dual
Independent Navigation Capability and
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under Positive Radar Control by ATC on
the enroute portion of the flight.
B 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, operate and used in conjunction with
approved Free Gyro Navigation Techniques.
PLACARD
Put a STANDBY MAGNETIC COMPASS INOPERATIVE placard on the standby compass.
The Flight Crew will ensure that both AHRS compass systems and both VOR’s operate normally.
Operations shall be conducted under Positive Radar Control by ATC on the enroute portion of the flight.
34.23.01 Standby Altitude Indicator B 1 0 May be inoperative provided:

a) Operations are conducted in day VMC,
and
b) Source selector is selected to NORMAL
with each side fed from its on-side
AHRS/IRS.
PLACARD
Put a STANDBY ATTITUDE INDICATOR INOPERATIVE placard on the standby attitude indicator.
34.25.01 Source Select Panel

Switches
1) ATTD/HDG, DESPL C 2 0 Both may be inoperative provided:

CONT a) PFD/MFD are not selected to a common
source;
b) Standby altitude indicator/ISI Altitude
function is operative; and
c) Standby Magnetic Compass Indicator is
operative.
2) AIR DATA C 1 0 Except where enroute operations require its use,

may be inoperative.
PLACARD
Put a REVERSIONARY MODE SELECTOR SWITCH(ES) INOPERATIVE placard on the SOURCE

SELECTOR panel.
34.30.01 Microwave Landing System - 0 0 Not Fitted

(MLS)
Receiver
34.32.01 Head-up Guidance System - 0 0 Not Fitted
34.41.01 Weather Radar System C 1 0 May be inoperative for dispatch provided

See Appendix A for reference to CAR weather has been checked before dispatch. Ref
121.05.6 CAR 121.05.6.
PLACARD
Put a WEATHER RADAR SYSTEM INOPERATIVE placard below the pilot and Co-Pilot EFIS multifunction
displays.
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34.41.02 Weather Radar Control Panels C 1 0 May be inoperative for dispatch provided
See Appendix A for reference to CAR weather has been checked before dispatch.
121.05.6 Ref CAR 121.05.6
PLACARD
Put a RADAR CONTROL PANEL INOPERATIVE placard on the WEATHER RADAR control panel.
34.42.01 Ground Proximity Warning A 1 0 (O) May be inoperative provided:
System a) Alternate Procedures are established
and used; and
b) Repairs are made within three flight
days.
c) Refer CAR 121.05.5
PLACARD
Put a GROUND PROXIMITY WARNING SYSTEM, TERRAIN AVOIDANCE, GLIDESLOPE DEVIATION,

ADVISORY CALLOUTS, WINDSHEAR MODE INOPERATIVE placard (as applicable) above the GPWS
and G/S Switch/Light on the PILOT and COPILOT SWITCH/LIGHT panels.
Altitude awareness to be maintained utilizing crew coordination and altitude callouts. Appropriate
Navigational Charts to be out and available. Captain’s brief will include references to terrain and obstacles
for the planned flight route.
1) Modes 1 – 4 (Terrain A 4 0 (O) May be inoperative provided:

Avoidance) a) Alternate procedures are established
and used; and
days.
Altitude awareness to be maintained utilizing crew coordination and altitude callouts. Appropriate
Navigational Charts to be out and available. Captain’s brief will include references to terrain and obstacles
for the planned flight route.
2) Test Mode A 1 0 May be inoperative provided:

a) GPWS is considered inoperative; and
b) Repairs are made within tthree flight
days.
3) Glideslope Deviation B 1 0 May be inoperative.

(Mode 5)
4) Advisory Callouts C 1 0 (O) May be inoperative provided alternate

(Mode 6) procedures are established and used.
The Non-Flying Pilot will make verbal callouts to the Flying Pilot when approaching the following altitudes:
500 FT AGL.
Additionally, the Non-Flying pilot will make verbal callouts for all flight profile deviations in accordance with
POH section 2.
5) Windshear Mode
(Mode 7)
a) (a/c without - 0 0 Not Fitted
ModSum
TC601R15984 and
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without ModSum
TC601R17138)
b) (a/c with C 1 0 (O) May be inoperative provided:

ModSum a) Alternate procedures are established
TC601R15984 and used, and
or b) Takeoffs and landings are not
TC601R17138) conducted in known or forecast
windshear conditions.
6) Enhanced GPWS Modes C 1 0 May be inoperative.
The Non-Flying Pilot will make a verbal callout whenever the sink rate exceeds 1,000 FPM below 1,000 FT
AGL and/or Airspeed fluctuations of more than plus or minus 5 knots.
Flight into areas of thunder showers, low level wind shear, heavy precipitation or areas of severe
turbulence are to be avoided.
34.42.02 GRND PROX TERRAIN Switch C 1 0 May be inoperative.
Guard
PLACARD
Put a GRND PROX TERRAIN SWITCH GUARD INOPERATIVE placard on the Glareshield.
34.42.03 GRND PROX FLAP Switch A 1 0 May be inoperative provided:

Guard a) Ground Proximity Warning System
Modes 1-4 are considered inoperative,
and
days.
PLACARD
Put a GRND PROX FLAP SWITCH GUARD INOPERATIVE placard below the GRND PROX FLAP Switch.
34.43.01 Traffic Alert and Collision B 1 0 (M) May be inoperative provided:

Avoidance System (TCAS II) a) System is deactivated and secured;
See Appendix A for reference to CAR and
91.04.28 and CATS 91.04.28 b) Enroute or approach procedures do ot
require its use.
PLACARD
Put a TCAS INOPERATIVE placard on the pilot and co-pilot EFIS multifunction display.
Open and collar TCAS Circuit Breaker CBP-3 #C1 TCAS
The Flight Crew will advise the Dispatcher the TCAS is inoperative.
1) Combined Traffic Alert (TA) C 2 1 (O) One may be inoperative on non-flying pilot
and Resolution Advisory side provided TA and RA elements and
(RA) Dual Display audio functions are operative on flying pilot
System(s) side.
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2) Resolution Advisory (RA) C 2 1 (O) One may be inoperative on non-flying pilot
Display System(s) side.

a) All Traffic Alert (TA) display elements
and voice command audio functions
are operative, and
b) TA only mode is selected by the crew.
The Flight Crew will verify the TA and RA Elements and Audio Functions are operational on the flying Pilot’s
side (by selection of the TCAS test function on the flying Pilot’s RTU) and the TA and RA Display Indications
are visible to the Pilot flying.
3) Traffic Alert (TA) Display C 2 0 (O) May be inoperative provided all installed
System(s) RA display and audio functions are
operative.
The Flight Crew will verify the TA and RA Elements and Audio Functions are operational on the flying Pilot’s
side (by selection of the TCAS test function on the flying Pilot’s RTU) and the TA and RA Display Indications
are visible to the Pilot flying.
34.44.01 Radio Altimeter C 2 1 (M) May be inoperative provided approach

minimums are not dependent on its use.
PLACARD
Put a RADIO ALTIMETER INOPERATIVE placard below the applicable EFIS primary flight display and the
related AIR DATA REFERENCE panel.
For an inoperative radio altimeter, deactivate it as follows:

(2) Open and collar the circuit breaker for the inoperative radio altimeter that follows:
CBP# CB# NAME

1 K7 RAD ALT 1
2 L1 RAD ALT 2
(3) On the EICAS primary display, if the GLD UNSAFE caution message shows, do the following:
(a) To remove the GLD UNSAFE caution message if it is shown, open then close the circuit breakers
that follow:
CBP# CB# NAME

1 N8 SECU 1
2 N8 SECU 2
4 A2 SECU 1A
4 A3 SECU 2B
NOTE: After the deactivation of the defective radio altimeter, the RA red flag will show continuously on the
PFD that is on the same side as the defective radio altimeter.
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34.44.02 Radio Altimeter Test Switches
2) Dual Radio Altimeter

Installation C 2 1 One may be inoperative provided:
a) RAD ALT test function on the operative
side is performed prior to each flight,
and
b) Associated Radio Altimeter with the
operative test switch is operative.
PLACARD
Put a RA TEST SWITCH INOPERATIVE placard on the AIR DATA REFERENCE panel.
34.50.01 Long Range Navigation
Systems
1) INS/IRS (Navigation C 1 0 (O) May be inoperative provided:

Function Only)
a) Procedures do not require its use;
b) Affected IRS Navigation Function is
disabled through FMS; and
c) For any IRS is in ATT mode, the
associated Flight director Modes are
2) GPS C 1 0 May be inoperative provided:

See Appendix A for a) INS system is operational.
reference to CATS b) RNAV Operations (RNP APPR, RNP-
91.05.1(6) 1 and RNAV-1) are not conducted
PLACARD
Put an appropriate NAVIGATION SYSTEM INOPERATIVE placard on the affected control panel.
Open and collar circuit breaker CBP-1 – H13 (#1 GPS).
The Flight Crew will advise the Dispatcher the GPS is inoperative.
NOTE 1: FMS runway update must be performed prior to takeoff at departure end using RWY UPDATE
on the FMS legs page or pressing the TOGA buttons.
34.51.01 Marker Beacon Systems D 2 0 May be inoperative provided approach

procedures do not require its use.
PLACARD
Put a MARKER BEACON SYSTEM INOPERATIVE placard below the pilot and 136o-pilot EFIS primary
flight display units.
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34.51.02 VHF Navigation Systems C 2 1 (O) Any in excess of those required by
(VOR/ILS) Regulations may be inoperative provided
See Appendix A for reference to CAR it is not powered by the DC Essential Bus
91.05.2
PLACARD
Put a VOR or ILS INOPERATIVE placard (as applicable) below the pilot and 137o-pilot EFIS primary flight
displays.
34.52.01 Automatic Direction finding C 2 1 One may be inoperative.
(ADF) System
See Appendix A for reference to CAR
91.05.2
PLACARD
Put a AUTOMATIC DIRECTION FINDING (ADF) INOPERATIVE placard below the pilot and 137o-pilot
EFIS primary flight display units, and on both of the RADIO TUNING units.
The pilot flying will have the bearing pointer displayed for ADF/NDB operations or when ADF/NDB is required.
34.53.01 Distance Measuring C 2 1 One may be inoperative.

Equipment Systems (DME)
See Appendix A for reference to CAR
91.05.2
PLACARD
Put a DISTANCE MEASURING EQUIPMENT (DME) INOPERATIVE placard below the pilot and Co-pilot
EFIS primary flight display units, and on both of the RADIO TUNING units.
Flight will be dispatched at or below FL240.
34.54.01 ATC Transponders and C 2 0 May be inoperative provided:

Automatic Altitude a) Enroute operations do not require its use;
Reporting Systems. and
See Appendix A for reference to CAR b) Prior to flight, approval is obtained from
121.05.4 ATC facilities having jurisdiction over the
planned route of flight.
c) RVSM operations are not conducted.
D 2 1
Any in excess of those required by regulations
may be inoperative.
PLACARD
Put an ATC TRANSPONDER SYSTEM(S) INOPERATIVE placard on both of the RADIO TUNING units.
TCAS system test must be performed prior to first flight of the day.
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34.61.01 Flight Management Systems C 1 0 (O) Except where enroute operations require its
use, all may be inoperative provided:
a) Alternate procedures are established and
used;
b) Alternate means for initializing IRS is
available for IRS equipped aircraft; and
c) Both RTUs are operative.
PLACARD
Put a FLIGHT MANAGEMENT SYSTEMS INOPERATIVE placard on the FLIGHT CONTROL panel.
Consider the following to determine the operational impact of operating without the FMS:
1. Cannot accept RNAV GPS approaches.

2. Cannot accept any Departures or Arrivals requiring RNAV, GPS or specifying RNP values.
3. Nav Source Selector Switch must be selected to navigate in Green Needles only.
4. Navaids must be manually tuned and identified.
5. N1 settings for normal takeoff, reduced thrust takeoff, go-around and MCT must be derived from QRH
Vol. 1 and/or Airport Analysis Manual as appropriate. These values may be manually entered on the
EICAS MENU page for reference, or otherwise noted for use in setting power for their stage of flight.
6. The appropriate Max Climb Thrust charts in QRH Vol. 1 must be referenced every 5,000 feet for use in
setting climb thrust.
7. Consult the Max Cruise Thrust Setting chart in the QRH Vol. 1. When cruise speeds are attained, set
cruise power or less to maintain the desired mach number.
Consider the effect operating without the FMS will have on descent planning, holding, missed approach,
fuel management and other navigation procedures such as Arrivals or Departures
Navigation Databases C 2 0 (O) May be out of currency provided:

a) Current Aeronautical Charts are used to
verify Navigation Fixes prior to dispatch,
verify status and suitability of Navigation
Facilities used to define route of flight, and
c) Approach Navigation Radios are manually
tuned and identified.
d) RNAV Operations (RNP APPR, RNP-1
and RNAV-1) are not conducted
Nav Source Selector Switch to be selected to navigate in Green Needles only. Current Aeronautical Charts
are used to verify Navigation Fixes prior to dispatch.
1. Do not accept RNP Departures or Arrivals.

2. Do not dispatch into Mexico, Bahamas or Kew West (KEYW).
34.61.02 FMS/MDC Data Loader - 0 0 Not Fitted
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35. OXYGEN
35.10.01 Observer’s Oxygen system B 1 0 May be inoperative provided:
a) Observer’s Seat is considered
inoperative; and
b) Repairs are made within two flight days.
PLACARD
Put an OBSERVER’S OXYGEN SYSTEM (or OBSERVER’S SEAT) INOPERATIVE placard on the
observer’s seat.
35.10.02 “OXY LO PRESS” B 1 1 (M)(O) OXY LO PRESS caution message may be
Caution Message displayed provided:
a) Oxygen pressure is checked to be above
minimum required oxygen pressure before
each flight,
b) Crew oxygen pressure is monitored during
flight,
c) EICAS Oxygen Pressure Readout is verified
operative, and
d) Manual SOV on the cylinder is checked to
be open.
PLACARD
Put a Flight Crew Oxygen System placard between the two EICAS pages and/or on one of the inoperative
gauges on the OXYGEN bottle or the GROUND SERVICE OXYGEN panel.
Ensure that the Oxygen Cylinder SOV is open before flight.
- Verify that oxygen level meets takeoff requirements.

- Monitor the flight crew oxygen pressure. If oxygen in use of leak suspected, initiate descent to a safe
altitude.
- After the failure occurred, verify on two means of indication that crew oxygen bottle show the same
pressure value. EICAS Readout may be used with either Ground Service panel Pressure Gauge or Bottle
Pressure Gauge.
35.12.01 Flight Crew Oxygen

Pressure indications
1) EICAS Readout C 1 0 (M)(O) May be inoperative provided Ground Service

Panel Pressure Gauge or Bottle Pressure
Gauge is operative and checked prior to each
flight.
PLACARD
Put a CREW OXYGEN PRESSURE INDICATION INOPERATIVE placard below the EICAS secondary
display, and/or on the inoperative gauge on the OXYGEN bottle, and/or on the inoperative gauge on the
GROUND SERVICE OXYGEN panel (as applicable).
Ensure the pressure indication is operative at one of the remaining two pressure gauges.
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The Ground Service Panel Pressure Gauge must be checked prior to each flight if the use of crew oxygen
is required.
Oxygen Mask………………………….Don and set to 100%, IF NECESSARY.

Descent…………………………………Initiate to 10,000 feet or lowest safe altitude, whichever is higher.
2) Ground Service Panel C 1 0 May be inoperative provided EICAS Readout is

Pressure Gauge operative and checked prior to each flight.
C 1 0 (M) May be inoperative provided Bottle Pressure

Gauge is operative and checked prior to each flight.
3) Bottle Pressure Gauge C 1 0 May be inoperative.
Ensure the pressure indication is operative at one of the remaining two pressure gauges/indications.
The EICAS Readout must be checked prior to each flight.
35.12.02 High Pressure discharge C 1 0 (O) May be damaged or missing provided:

Indicator a) At least two pressure indications are verified
operative after failure occurrence; and
b) Crew oxygen bottle pressure is checked
within limits before each flight.
PLACARD
Put a HIGH PRESSURE DISCHARGE INOPERATIVE placard on the PILOT and CO-PILOT oxygen mask
container.
After the failure occurred

Verify on two means of indication that crew oxygen bottle pressure is within limits. Ground Service
Panel Pressure Gauge, Bottle Pressure Gauge or EICAS Readout may be used.
Before each flight

Check that crew oxygen bottle pressure is within limits.
35.20.01 Passenger Oxygen System B 1 0 (O) May be inoperative provided:

a) All components of cabin
pressurization warning and
indicating systems are operative;
b) Operations are conducted so
that minimum enroute altitude is
at or below 14,000 feet MSL;
c) Operations are conducted at or
-Continued- below FL 250;
d) Portable oxygen units are
provided for all crew members
and for 10 percent of the
passengers for half an hour
(supplemental oxygen);
e) Operational procedures are
established to ensure that
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passengers are appropriately
briefed to accommodate revised
equipment; and
f) Both Air Conditioning Packs are
verified operative.
PLACARD
A. For an inoperative passenger oxygen system, do as follows:
Put a PASSENGER OXYGEN SYSTEM INOPERATIVE placard below the PASS OXY switch/light.
B. For an inoperative passenger oxygen system automatic deployment function, do as follows:

Put an AUTOMATIC DEPLOYMENT INOPERATIVE placard below the PASS OXY switch/light.
C. For an inoperative passenger oxygen system PSU, do as follows:

(1) Put a PSU INOPERATIVE placard on the affected PSU(s) as required.
(2) Put a DO NOT OCCUPY SEAT placard on the affected seat(s) as required.
For an inoperative passenger oxygen system, do as follows:

(1) Passengers are briefed on portable oxygen unit emergency procedures.
Before departure (before or during passenger boarding)
(2) Make sure that both of the PACKS are operative as follows:
NOTE: This check can be done to one PACK at a time.

(c) On the AIR-CONDITIONING control panel, press in the L (R) PACK switch/light.
1. On the L (R) PACK switch/light, make sure that the OFF light is not on.
2. On the EICAS secondary display make sure that the L (R) PACK OFF status message is not
shown.
3. On the EICAS control panel push the ECS discrete button. On the EICAS secondary display,
make sure that the pack pressures, temperatures and the system symbol indications are normal.
4 On the EICAS primary display make sure that the L (R) PACK HI PRESS and the L (R) PACK HI
TEMP caution messages are not shown.
(3) On the AIR-CONDITIONING control panel, press out the L (R) PACK switch/light.
(4) Check for the indications that follow:
(a) On the L (R) PACK switch/light, make sure that the OFF light is on.
(b) On the EICAS secondary display make sure that the L (R) PACK OFF status message is shown.
(5) Do the air conditioning pack operation check to the other pack.
(6) De-pressurize the 10TH stage bleed air system.
1) Automatic Deployment B 1 0 (M) May be inoperative provided:

a) Manual deployment is operative; and
-Continued- 300.
For an inoperative automatic deployment of the passenger oxygen system, do as follows:

1. Do the operational test of the passenger oxygen system (refer to AMM TASK 35-20-00-710-801).
2. Open and collar CBP-2, P 11, PASS OXYGEN AUTO DEPLOY.
In the event of an emergency, the flight crew will manually deploy passenger oxygen.
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2) Passenger Service Units C 25 0 (M)(O) Individual PSUs may be

(PSU) inoperative with no flight altitude
restriction provided:
a) Associated seats are blocked
and placarded to prevent
occupancy.
b) PSUs for flight attendant
locations operate normally; and
c) If two or more inoperative PSUs
are adjacent (forward and aft,
left and right), seat rows forward
and aft of the operative PSUs
3) Automatic Opening Feature of B 25 5 are blocked and placarded to
Door Latches prevent occupancy.
(M)(O) May be inoperative provided:

a) The door is confirmed
inoperative unlatched,
b) The door is secured closed,
c) The PSU oxygen system is
operative,
d) The flight remains at or below FL
300,
e) The manual deployment system
is operative,
f) No more than two consecutive
banks of seats and their
adjacent banks of seats have an
inoperative automatic opening
feature, and
g) Occupants are briefed on
oxygen mask access.
NOTE: The method of door closure

must not hinder ready access
to the first aid oxygen outlet.
For an inoperative passenger oxygen system PSU(S), do as follows:

1. Set the test latch of the inoperative PSU(s) to the test position.
(Refer to AMM TASK 35-20-00-710-801).
2. Make sure that the affected passenger seat(s) are blocked from use and install the SEAT OCCUPIED
card on the seat.
NOTE 1: To block the affected seat(s) as described in the proviso, extend two pieces of tape from one
arm rest to the other in such a way as to produce an X.
The flight attendant will ensure no passenger sits in affected rows. Place a SEAT OCCUPIED card in each
seat of the affected row.
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35.20.02 Passenger Oxygen (Masks C 1 0 May be inoperative.
Deployed “ON” Light
PLACARD
Put an “ON” LIGHT INOPERATIVE placard on the PASS OXY Switch/Light, located on the overhead
instrument panel.
35.20.03 Lavatory Passenger - 0 0 Not fitted

Oxygen System
35.31.01 Portable Oxygen D 2 2 As per CATS OPS 91.04.17 provided:

Dispensing Units a) Inoperative unit is removed from passenger
See Appendix A for cabin; and
reference to CATS OPS b) Required distribution is maintained.
91.04.17
PLACARD
Put a PORTABLE OXYGEN DISPENSING UNIT(S) INOPERATIVE placard on the inoperative unit.
35.31.02 Protective Breathing D 3 2 (O) Any in excess of those required by Regulations
Equipment may be missing or inoperative provided:
See Appendix A for a) Required distribution of operative units is
reference to CAR 91.04.20 maintained throughout the aircraft,
b) Inoperative PBE unit is removed from
passenger cabin and its location is
placarded INOPERATIVE, or it is removed
from the installed location, secured out of
sight and the PBE unit and its installed
location are placarded INOPERATIVE, and
c) Procedures are established to alert crew
members of inoperative or missing
equipment.
PLACARD
Put a PORTABLE OXYGEN DISPENSING UNIT(S) INOPERATIVE placard on the inoperative unit.
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INTENTIONALLY BLANK
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36. PNEUMATIC
36.12.01 Bleed Air L/R 14th Stage C 2 1 (M) One may be inoperative provided:
SOVs a) Affected valve is secured CLOSED;
b) Both Ice Detection Systems are
operative;
c) Associated Thrust Reverser is deactivated,
stowed, and LOCKED in
forward thrust position;
d) Operations are not conducted I known or
e) Operations are conducted in accordance
with AFM performance data for one Thrust
Reverser inoperative.
PLACARD
Put a LEFT or RIGHT 14TH STAGE ENGINE BLEED AIR SOV INOPERATIVE placard on the BLEED AIR
control panel.
Deactivate in 14th stage bleed air SOV in closed position.
With AC electrical power applied to the airplane, on the EICAS control panel push the A/ICE pushbutton.
On the secondary AICAS display make sure the affected 14th stage bleed air SOV symbol on the anti-ice
synoptic diagram indicates a closed position.
The shut-off valve is rendered closed by installing a blanking cap (P/N G601R301001-9) in the anti-ice bleed
air duct, upstream of the shut-off valve.
On circuit breaker panel CBP-1 open and collar circuit breaker #F10 (14th B/AIR SOV LT), or on panel CBP-
2 breaker #F10 (14 ST B/AIR SOV RT).
On the EICAS control panel push the STAT button and assure that the L or R 14 th SOV CLSD message is
displayed on the secondary EICAS display.
Deactivation of thrust reverser:
Refer to item 78-30-1 of this MEL for procedures.
The flight crew will, if one Thrust Reverser is operative, utilize reduced thrust such that direction control is
not jeopardized. The use of a single reverser should be avoided on wet, slick or icy runways where directional
control is critical. If single Thrust Reverser is used on wet runway, apply applicable contaminated runway “1
REV INOP” penalty from Airport Analysis Manual.
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36.21.01 Bleed Air Leak Detection
System
1) 10th Stage Sensing C 2 1 (O) Either loop A or B may be inoperative

Loops (A&B) Provided neither loop is failed OPEN.
PLACARD
Put a BLEED AIR 10TH STAGE OVERHEAT SENSING LOOPS (A & B) INOPERATIVE placard on the
BLEED AIR control panel.
For an inoperative bleed air 10TH stage overheat sensing loop, do as follows:
(1) On the BLEED AIR control panel, turn the DUCT MON rotary switch to TEST.
(2) Make sure that you get the indications that follow:
- On the L and R 10TH stage DUCT FAIL/CLOSED switch lights, the 10TH stage L and R DUCT FAIL
lights are on
- On the EICAS primary display, the L and R 10TH DUCT warning messages are displayed, and
- Aural warning BLEED AIR DUCT is on.
NOTE: There are other DUCT MON TEST indications, but if you do not get the above three
indications the 10TH stage bleed leak detection system has at least one loop open circuit. One
loop open circuit is a no dispatch condition.
(3) Release the DUCT MON rotary switch to the NORM position.
NOTE: AFM reference: SUPPLEMENTS List of Supplements, Chapter 07, SUPPLEMENT 3,

Operation on Wet and Contaminated Runways (CSP A-012).
2) 14th Stage Sensing C 2 1 (M) May be inoperative provided affected Bleed Air
Loops 14th Stage SOV is considered inoperative
For the 14th Stage Sensing Loop inoperative in the CLOSED state, do a deactivation as follows:
(1) Open and collar the circuit breakers that follow:
CB PANEL CB NO. NAME ZONE
CBP-3 B1 B/LEAK CONT
CBP-3 B2 B/LEAK CONT
CBP-4 B2 BLEED LEAK TEST
(2) Open the access door that follows:
ACCESS DESIGNATION
811 Main Avionics Compartment Door
(3) Disconnect the electrical connector 1P1WK or 2P1WK from the bleed leak control unit of affected side.
(4) In the connector 1P1WK, remove and stow wires which are applicable.
WIRE P/N DESCRIPTION Pin No. NAME
1WK21A22 Left Hand 14th Stage 23 LOOP # 4A
Sensing Loop

Sensing Loop

Sensing Loop
-Continued- Sensing Loop
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Sensing Loop
Sensing Loop
(6) Install standard protective sealing plugs on electrical connectors.
(7) Install the electrical connector 1P1WK or 2P1WK.
(8) Close the access door that follows:
ACCESS DESIGNATION
(9) Close the circuit breakers that follow:.
CB PANEL CB NO. NAME
CBP-3 B1 B/LEAK CONT L
CBP-3 B2 B/LEAK CONT R
3) Anti-Ice Sensing Loop C 1 0 (M) May be inoperative provided:

a) Wing ANTI-ICE switch is selected OFF;
b) Both Ice Detection Systems are operative;
and
forecast icing conditions.
For the Anti-ice Sensing Loop inoperative in CLOSED state, do a deactivation as follows:
(1) Open and collar the circuit breakers that follow:
(2) Open the access door that follows:
ACCESS DESIGNATION
(3) Disconnect the electrical connector 1P1WK or 2P1WK from the bleed leak control unit of affected side.
(4) In the connector 1P1WK, remove and stow wires which are applicable
1WK24A22 Left Hand Anti-ice 16 LOOP # 2A
Sensing Loop
1WK26AA22 Left Hand Anti-ice 28 LOOP # 3A
Thermal Switches
Thermal Switches
Sensing Loop
2WK26AA22 Left Hand Anti-ice 28 LOOP # 3A
Thermal Switches
2WK26A22 Left Hand Anti_ice 11 LOOP # 3A
Thermal Switches
(6) Install a standards protective sealing plugs on the electrical connectors
(7) Install the electrical connector 1P1WK or 2P1WK.
(8) Close the access door that follows:
ACCESS DESIGNATION
(9) Close the circuit breakers that follow:
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“L/R DUCT
FAIL/CLOSED” Switch
Lights (light function only)
600-2B19)
PLACARD
Put a “DUCT FAIL” and/or a “CLOSED” LIGHT INOPERATIVE placard on the L and/or R 14TH STAGE
Switch Light(s) (as applicable), located on the BLEED AIR control panel.
“DUCT FAIL/CLOSED”
Switch Lights (light
function only)
PLACARD
Put a “DUCT FAIL” and/or a “CLOSED” LIGHT INOPERATIVE placard on the L and/or R 10TH STAGE
Switch Light(s) (as applicable), located on the BLEED AIR control panel.

ISOL “OPEN” Switch
PLACARD
Put an “OPEN” LIGHT INOPERATIVE placard on the 10TH STAGE ISOL Switch Light, located on the
BLEED AIR control panel.
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38. WATER / WASTE
38.10.01 Potable Water Systems C 2 0 (M)(O) May be inoperative provided:
a) Appropriate procedures are established to
deactivate applicable system components to
prevent its use or servicing, and
b) Tank is drained and inspected to ensure no
leakage.
NOTE 1: (600-2C10, 600-2D15, 600-2D24 only)

"Diagnostic" light may be illuminated when
one or both potable water system is
inoperative.
NOTE 2: (O) procedure addresses other means for
water provision for crew members as well
as the need to advise of system status
during crew changes.
NOTE 3: Aviation Occupatiuonal Health & Safety
(AOH&S) requirements should be
addressed.
C 2 0 (M)(O) 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

normally may be used.
PLACARD
For an inoperative galley potable water system, do as follows:

Put a GALLEY POTABLE WATER SYSTEM INOPERATIVE – DO NOT SERVICE placard on the
POTABLE WATER SYSTEM control panel and on the forward WATER TANK SERVICE panel.
For an inoperative lavatory potable water system, do as follows:

Put a LAVATORY POTABLE WATER SYSTEM INOPERATIVE – DO NOT SERVICE placard on the
POTABLE WATER SYSTEM control panel and on the aft WATER TANK SERVICE panel.
GALLEY POTABLE WATER SYSTEM:
If tank is to be drained turn GALLEY Power Switch to off.

Pull and collar the applicable circuit breakers: Galley PUMP (old style) or CONTL & IND (new style), TANK
HTR, LINE HTR and COFFEE MAKERS.
Place DO NOT SERVICE placard on the Potable Water Service and Drain Panel at access panel 142BR.
NOTE: An inoperative potable water system does not preclude the cabin crew from using the galley sink
overboard drain provided the drain mast heater is operative. (Ref MEL 30-71-2).
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LAVATORY POTABLE WATER SYSTEM:
If tank is to be drained turn LAVATORY Power Switch to off.

Pull and collar the applicable circuit breakers LAV PUMP (old style) or CONTL & IND (new style), TANK HTR,
LINE
HTR.
Place a DO NOT SERVICE placard on the Potable Water Service and Drain Panel at access panel 172BR.
Place an OUT OF SERVICE placard on the lavatory wash basin.
38.30.01 Lavatory Waste System C 1 0 (M)(O) May be inoperative provided:

a) Procedures are established to deactivate
system components,
b) Waste is drained, and system is inspected
for leakage, and
c) Lavatory door is locked closed and
placarded INOPERATIVE - DO NOT
ENTER.
NOTE 1: (O) procedure addresses other means for

water provision for crew members as well
as the need to advise of system status
during crew changes.
NOTE 2: Aviation Occupatiuonal Health & Safety
(AOH&S) requirements should be
addressed.
PLACARD
For inoperative lavatory waste system components, do as follows:
Placard the applicable inoperative lavatory waste system components as necessary.
For an inoperative lavatory waste system, do as follows:
(1) Put an INOPERATIVE – DO NOT ENTER placard on the lavatory door.
(2) Put a LAVATORY WASTE SYSTEM INOPERATIVE – DO NOT SERVICE placard on the TOILET
SERVICE panel.
Deactivate lavatory per AMM Task 25-41-00-040-801 or latest AMM revision.
If water leak is evident, Drain the Waste Water System per AMM Chapter 12 procedures.
Place a DO NOT SERVICE placard on the Water Waste System Service Panel at access panel 196AR.
Place an OUT OF SERVICE placard on the Lavatory door.
NOTE: All CEMAIR Aircraft are Post SB 601R-24-102.
Prior to passenger boarding, Flight Crew will notify Cabin Crew & Airport/Customer Service of Lavatory
Inoperative.
38.30.02 Lavatory Service Indicator C 1 0 May be inoperative provided alternate procedures

Lights are established and used.
NOTE: Waste Tanks require a pre-charge of 8.7 L

(2.3 US gallons).
PLACARD
Put a LAVATORY SERVICE INDICATOR LIGHT INOPERATIVE placard on the POTABLE WATER
SYSTEM controller/panel.
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45. CENTRAL MAINTENANCE COMPUTER
45.45.01 Maintenance diagnostic B 1 0 (M) May be inoperative provided alternate
Computer (MDC) procedures are established and used.
PLACARD
Put a MAINTENANCE DIAGNOSTIC COMPUTER INOPERATIVE placard below both of the EFIS
multifunctional displays.
Maintenance must report MDC failure to Maintenance Control and make computer entry.
Maintenance Control must notify the Engineering department to collect data for engine trend analysis
purposes for a period to encompass 3 days prior to and up to 3 days after MDC failure (or until discrepancy
is cleared).
The purpose of this is to collect fault history, engine exceedance, engine trend and life cycle history.
45.45.02 MAINT Switch Guard C 1 0 May be inoperative, broken or missing.
PLACARD
Put a placard MAINT SWITCH GUARD INOPERATIVE below the MAINT switch.
-END-
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46. INFORMATION SYSTEMS
46.20.01 Electronic Flight Bag
Systems (EFBs)
(Class 2)
1) Data Connectivity C 2 0 (O) May be inoperative provided alternate

procedures are used.
2) Power Connection C 4 0 (O) May be inoperative provided alternate

procedures are used.
3) Mounting Devise C 2 0 (O) May be inoperative provided:

a) Associated EFB and Hardware is secured by an
alternate means or removed fom the aircraft, and
b) Alternate procedures are used.
Operational Procedures:
Crew to follow procedures as set out in the CemAir FOM.
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49. AIRBORNE AUXILIARY POWER
49.10.01 Auxiliary power Unit C 1 0 (M) May be inoperative provided:
(APU) a) APU is deactivated;
b) Intake door is visually verified CLOSED; and
c) Both Integrated Drive Generators (IDG) are
operative.
NOTE: IDG is considered inoperative when either

the Generator/GCU System or the CSD
System is inoperative.
PLACARD
Put an APU INOPERATIVE placard on the APU control panel.
For an inoperative APU with the aircraft speed limitation applied, do as follows:
CBP-1 N12 APU ECU
CBP-1 S3 FUEL SOV APU
NOTE: Item (d), inspection and or replacement of the Leach “H” series relays K1XC and K2XD have been
complied with on all applicable CRJ-2B19 aircraft I/A/W latest revision of S.B. A601R-24-105 and, thus
do not have manufacturing date codes from 0011 through 0050 inclusive.
NOTE: The 300 knot speed restriction is due to unknown door position.

a) APU is deactivated;
b) Aircraft speed is limited to 300 knots; and
c) Both Integrated Drive Generators (IDG) are
opeative.
NOTE: IDG is considered inoperative when either

the Generator/GCU System or the CSD System
is inoperative.
For an inoperative APU with the intake door deactivated CLOSED, do as follows:
CBP-1 N12 APU ECU
Do the procedure to deactivate the APU air intake door linear actuator in the door closed position (refer to
AMM Task 49-14-00-040-802) or latest AMM revision.
49.14.01 APU Air Intake Door C 1 0 May be inoperative provided:
Linear Actuator a) APU is not used;
b) Aircraft speed is limited to 300 knots; and
c) Both Integrated Drive Generators are
operative.
NOTE:
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-END- IDG is considered inoperative when
either the Generator/GCU System or
the CSD System is inoperative.

a) Intake door is deactivated CLOSED; and
b) APU is considered inoperative.
PLACARD
Put an APU INOPERATIVE or APU AIR INTAKE DOOR LINEAR ACTUATOR INOPERATIVE placard (as
appropriate) on the APU control panel.
For an inoperative APU with the intake door deactivated CLOSED, do as follows:
CBP-1 N12 APU ECU
If door is not closed using the above method, do the procedure to deactivate the APU air intake door linear
actuator in the door closed position (refer to AMM Task 49-14-00-040-802) or latest AMM revision.

a) Intake door is deactivated OPEN,
b) APU is operated continuously during flight or
aircraft speed is limited to 300 knots if APU
is OFF,
are applied,
d) APU Battery is operative, and
e) APU Battery Charger is operative.
NOTE: Reference AMM Task 49-14-00-040-801) or latest AMM revision.

a. Verify the APU door is in the Full OPEN position by manually driving the actuator to the OPEN
position.
b. With AC electrical power applied to the aircraft, at the front panel of the APU electronic control
unit (ECU) push the SELECT switch.
c. Push and release the SELECT switch until the DR INHIB indication is shown on the display.
d. Push the ENTER switch, then the SELECT switch, then the ENTER switch again, and then both
the SELECT and ENTER switches at the same time.
e. In the Flight Compartment assure the DOOR INHB/OPN status message is shown on the
secondary display of EICAS.
f. Check APU oil level for serviceability.
Do not operate above FL290. This will prevent APU problems associated with APU operations at higher
altitudes. If APU is not running, speed is limited to 300 KIAS.
NOTE 1: In regards to proviso item © above, use Airport Analysis Manual Data for “Normal” Takoff and
Landing (APU running).
NOTE 2: In the event of additional APU LCV deferral, departure with APU as bleed air source is not
authorized. In this case, compute the BLD OPEN penalty, or depart unpressurized.
-END-
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49.43.01 APU START/STOP C 1 0 May be inoperative.
START/AVAIL”
Switch Light (light function
only)
49.51.01 APU Load Control Valve C 1 0 (M) May be inoperative provided it is secured
(LCV) CLOSED.
NOTE:
APU is available as source of electrical power only, if
required.
PLACARD
Put an APU BLEED-AIR LOAD CONTROL-VALVE (LCV) INOPERATIVE placard on the BLEED AIR
control panel.
Secure APU LCV in the CLOSED position.
a. With AC electrical power applied to the airplane make sure the APU LCV OPEN status message is not
indicated on the EICAS secondary display.
b. Open the aft equipment access door and the APU access panel.
c. Gain access to the APU LCV (located to the right of the oil cooler, above the turbine section of the APU).
d. Verify that the APU LCV is in the closed position by checking the visual position indicator on the valve
assy. (If it is not closed, turn the close stop adjustment to close the valve and lock the close stop
adjustment with the lock nut.).
e. Disconnect the electrical connector (P6) and cap and stow it.
f. Close access panels/doors.
APU is not available as bleed air source.
49.51.03 APU LCV “FAIL/OPEN” C 1 0 May be inoperative.

Switch Light (light function
only)
PLACARD
Put a “FAIL” and/or “OPEN” LIGHT INOPERATIVE placard on the 10TH STAGE APU LCV Switch Light,
located on the BLEED AIR control panel.
49.61.01 Electronic Control Unit C 1 0 May be inoperative provided APU is considered

(ECU) inoperative.
PLACARD
Put an APU ELECTRONIC CONTROL UNIT (ECU) INOPERATIVE placard on the APU control panel.
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INTENTIONALLY BLANK
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52. DOORS
52.11.01 Passenger Door Assist C 1 0 (M) May be inoperative provided door is verified
System manually operative (opens and closes) without any
interference.
NOTE: Stand clear of door when opening. (Door

opens faster).
PLACARD
Put a PASSENGER DOOR POWER ASSIST SYSTEM INOPERATIVE placard on the DOOR ASSIST
switch guard on the forward attendant’s panel.
Maintenance will deactivate the inoperative Power Assist System as Follows:
1. Deactivate power assist motor per TASK 52-11-08-040-803).

2. If the Door Power Assist System or Cable interferes with the manual operation of the door, deactivate the
Door Assist Motor Cable from the door. Ref. AMM TASK 52-11-08-040-801.
Prior to operation of the door, the Flight Crew will warn ground personnel and Flight Attendant of the
inoperative power assist system.
NOTE: With door cable deactivated the door will free fall to the ground when door is opened. This can cause
injury to ground personnel and or damage to the door. Have ground personnel ready to support the
door opening operations.
52.11.06 Passenger Door Support C 1 0 (M)(O) May be inoperative or missing provided:

Wheel Assembly a) Support Wheel Assembly is deactivated;
b) Alternate procedures to support door with
cable kit are established and used; and
c) Placarded stairway loading limitations are
maintained.
PLACARD
Put a PASSENGER DOOR SUPPORT WHEEL ASSEMBLY INOPERATIVE inside the passenger door.
For an inoperative passenger door support wheel assembly, do as follows:
(1) Do the procedure to remove the support wheel assembly (refer to the AMM TASK 52-11-13-000-801).
(2) Do the procedure to remove the lower support-wheel cable (refer to the AMM TASK 52-11-13-000-802).
(3) Do the procedure to remove the upper support-wheel cable (refer to the AMM TASK 52-11-13-000-803).
(4) Remove the loose items such as the tube and the slotted washer.
Establish and use alternate procedures as follows:

(1) Make sure that the procedure reflects the steps that follow:
(a) Install the support drop down door cable kit G601R101004-1 as follows:
1. Install the aft cable assembly as follows:
a Install the hook at the bottom of the aft post assembly.
B Install the eye on the tension button at WL 94.65, FS 349.00.
2 Install the forward cable assembly as follows:
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a Install the hook at the bottom of the forward post assembly.
-Continued-
B Install the eye on the tension button at WL 123.87, FS 310.00.
(b) Remove the door support kit prior to door closure, and
(c) Precautions that maximum load capacity of door is 454 kilograms (1,000 pounds) or a maximum of
four passengers on the stairway at any time are provided.
52.21.01 Doors and Overwing A 4 3 (M)(O) One overwing emergency exit or one door
Emergency Exits may be inoperative provided:
a) Only aircraft crew are carried,
b) Affected door or emergency exit is verified
CLOSED, LATCHED and LOCKED before
each departure,
c) Aircraft crew are advised of the nature
(emergency exit availability) and extent of
the unserviceability and that evacuation
procedures do not include affected exit
though opposite exit may be used,
d) A conspicuous sign or placard, indicating
that the exit is inoperative, is attached to the
exit,
e) Emergency exit signs and lights associated
with the inoperative exit are obscured, and
f) Repairs are made within three flight days.
NOTE 1: Operator’s MEL must state maximum

number of aircraft crew permitted, and their
seated locations.
NOTE 2: For the purpose of this item "aircraft crew"
NOTE 3: Exit locator signs and emergency aisle
path markings, which are shared between
two exits, must not be obscured.
PLACARD
Put a DOOR INOPERATIVE or an OVERWING EMERGENCY EXIT INOPERATIVE placard on the inside
and on the outside of the affected door or overwing emergency exit.
Before each departure, Flight Crew will ensure that the affected door is CLOSED, LATCHED and LOCKED
and verify that EICAS has no door caution messages on primary display and that all doors have green
indication on secondary display.
52.31.01 Balance Springs

Cargo Compartment Door C 2 1 May be inoperative provided door is verified
operative (opens and closes) without
interference.
NOTE:
Door may close faster.
PLACARD
Put a CARGO DOOR BALANCE SPRINGS INOPERATIVE placard on the cargo door.
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52.51.01 Flight Deck Security Door
1) Door Latch A 1 0 May be inoperative provided:

a) Door Dead Bolt is operative.
b) Door Dead Bolt is used to lock and unlock
the door; and
c) Repairs are made within two flight days.
2) Flight Deck Door Panel A 1 0 May be inoperative in the latched position provided
Pressure Relief Latches repairs are made within two flight days.
3) Dead Bolt A 1 0 May be inoperative provided repairs are made within

two flight days.
PLACARD
Put a DOOR LATCH INOP placard on the door.
52.70.01 Passenger Door

Indication System A 1 0 (O) May be inoperative provided before each
flight:
a) Door is CLOSED, LATCHED and LOCKED;
b) Internal green witness marks on six door
latch pins are aligned;
c) Green witness marks on two upper roll
latches are aligned;
d) Door lock flag indicator indicates LOCKED;
e) Inner knob is verified STOWED;
f) External handle is verified STOWED;
g) External pressure vent flap is verified
fully CLOSED;
h) No door warning EICAS messages are
displayed; and
i) Repairs are made within three flight days.
1) 600-2B19 with - 0 0 Not Fitted

ModSum
TC601R13193
(Phase IV Door)
PLACARD
Put a PASSENGER DOOR INDICATION SYSTEM INOPERATIVE placard below the secondary EICAS
display.
Flight Crew will verify no door warning messages are displayed, also verify with the Flight “Attendant items
a, b, c, d and e. Confer with ramp agent for verification of items f and g.
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52.70.02 Avionic Compartment C 1 0 May be inoperative provided before each
Door flight:
Indication system a) Door is CLOSED, LATCHED and LOCKED;
-Continued- b) Handle is verified STOWED.
PLACARD
Put an AVIONIC COMPARTMENT DOOR INDICATION SYSTEM INOPERATIVE placard below the
Confer with ramp agent for verification of item b above.
52.70.03 Overwing Emergency Exit C 2 0 (O) May be inoperative provided before each
Indication systems flight:
a) Affected door is CLOSED, LATCHED and
LOCKED; and
b) External push plate is verified FLUSH.
PLACARD
Put an OVERWING EMERGENCY EXITS INDICATION SYSTEM INOPERATIVE placard below the
Confer with ramp agent for verification of items a) and b) above.
52.70.04 Cargo Compartment Door C 1 0 May be inoperative provided before each flight:
Indication System a) Door is verified CLOSED, LATCHED and
LOCKED, and
b) Handle is verified STOWED.
52.70.05 Service Door Indication C 1 0 May be inoperative provided before each flight:
System a) Door is CLOSED, LATCHED and LOCKED;
b) Internal green witness marks are aligned at
viewing window;
c) Internal handle is verified at LOCKED
position; and
d) External handle is verified STOWED.
PLACARD
Put a SERVICE DOOR INDICATION SYSTEM INOPERATIVE placard below the secondary EICAS
display.
Confer with ramp agent for verification of items a, b and c above.

-Continued-
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73. ENGINE FUEL AND CONTROL
73.31.01 EICAS Fuel Flow “FF” B 2 1 May be inoperative provided all EICAS Fuel Tank
Readouts Quantity Readouts are operative.
PLACARD
Put an EICAS FUEL FLOW READOUT INOPERATIVE placard below the EICAS primary display.
For operations without EICAS Fuel Flow “FF” Readouts, FMS fuel computations are not available.
73.31.02 EICAS Fuel Used C 1 0 May be inoperative provided all EICAS Fuel Tank
Readout Quantity Readouts are operative.
PLACARD
Put an EICAS FUEL USED READOUT INOPERATIVE placard below the EICAS secondary display.
Verification of fuel quantity indications:

Ensure the Aircraft is powered with AC power.
Verify the fuel quantity indications for the left tank, right tank and total fuel displayed on the EICAS primary
page.
73.31.03 Fuel Low Pressure A 2 1 (O) One may be inoperative provided:

Indicating Systems a) Both fuel Boost Pumps are operative; and
b) Repairs are made within ten days.
NOTE: Fuel System check valve test (First flight of

day – Before Engine Shutdown) is waived for
the inoperative fuel low pressure indication.
PLACARD
Put a L (or R) FUEL LOW PRESSURE INDICATING SYSTEM INOPERATIVE placard above the Standby
Altitude Indicator.
If the L (R) MAIN EJECTORS and/or the L (R) SCAV EJECTOR caution message(s) appear for the affected
side:
Monitor the affected fuel tank quantity.
If the fuel tank quantity is depleting abnormally, do the following:

Low Fuel Pressure for the L (R) FUEL LO PRESS caution message associated with the L (R) MAIN
EJECTORS and/or L (R) SCAV EJECTOR caution message(s) (refer to QRH).
If Fuel Tank quantity is depleting normally, do the following:

Perform the QRH abnormal procedure related to the L (R) MAIN EJECTORS and/or the L (R) EJECTOR
caution message.
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73.31.04 Fuel Feed Temperature C 2 1 One may be inoperative provided icing inhibitor
Indicating System is added to the fuel.
C 2 1 May be inoperative provided EICAS oil temperature

readout is checked to be stable within limits prior to
each flight.
PLACARD
Put a L (or R) FUEL TEMPERATURE INDICATING SYSTEM INOPERATIVE placard below the EICAS
secondary display.
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74. IGNITION
74.11.01 Ignition systems
a) A Systems B 2 1 One may be inoperative provided both

B Systems are operative.
b) B Systems B 2 0 Both may be inoperative provided both

A Systems are operative.
NOTE: Although the Continuous Ignition system

remains operative, the “CONT IGNITION”
status message and “CONT IGNITION ON”
light on overhead panel are inhibited.
PLACARD
Put an IGNITION SYSTEM (A or B) INOPERATIVE (as applicable) placard on the ENGINE

START/IGNITION panel.
To comply with item (b) above, refer to POH Section 1 Limitations concerning use of continuous ignition.
Avoid heavy precipitation and runway surfaces covered with standing water, slush or snow.
74.30.01 IGNITION A/B “ARM/ON” C 2 0 May be inoperative.

Switch
PLACARD
Put an “ARM” and/or “ON” LIGHT(S) INOPERATIVE placard on the A (and/or B) Switch/Light(s) (as
applicable), located on the ENGINE START/IGNITION panel.
74.30.02 IGNITION CONT “ON” C 1 0 May be inoperative.

Switch
PLACARD
Put an “ON” LIGHT INOPERATIVE placard on the CONT Switch/Light, located on the ENGINE
START/IGNITION panel.
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76. ENGINE CONTROLS
76.11.01 L & R Engine Speed C 2 0 (O) Both may be inoperative provided:
Control Systems a) ENG SPEED CONTROL switches are
selected OFF for both engines;
b) APR is selected OFF; and
c) Operations are conducted in accordance
with AFM APR inoperative performance
data.
NOTE: Thrust Levers will not always be aligned

When fan speeds are matched.
PLACARD
Put an ENGINE SPEED CONTROL SYSTEM INOPERATIVE placard on the ENGINE CONTROL panel.
The Flight Crew will verify that the ENG SPEED CONTROL switches and the APR is turned OFF. In reference
to item (b) above, apply the APR INOP performance penalty in Airport Analysis manual to determine
performance date.
Avoid use of Maximum Reverse Thrust to avoid inadvertent engine overspeed.
76.13.01 Automatic Performance C 1 0 (O) May be inoperative provided:

Reserve a) APR is selected OFF; and
System (APR) b) Operations are conducted in accordance
with AFM APR inoperative performance
data.
PLACARD
Put an APR SYSTEM INOPERATIVE placard on the ENGINE CONTROL panel.
The Flight Crew will verify that the APR is turned OFF. To comply with item (b) above, apply the APR INOP
performance penalty in Airport Analysis Manual to determine performance data.
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77. ENGINE INDICATING
77.31.01 Engine Vibration B 2 1 One may be inoperative provided:
Monitoring Indications a) Operations are not conducted in known or
b) Both Ice Detection Systems are operative.
PLACARD
Put an ENGINE VIBRATION MONITORING SYSTEM INOPERATIVE placard on the ENGINE CONTROL
panel.
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78. ENGINE EXHAUST
78.30.01 Thrust Reverser System C 2 1 (M) One may be inoperative provided:
a) There is no structural damage to thrust
reverser system beyond approved
acceptable damage limits;
b) Inoperative thrust reverser is deactivated,
stowed and locked in forward thrust position;
and
c) Operations are conducted in accordance
with AFM performance data.
PLACARD
Put a L (or R) THRUST REV INOPERATIVE placard on the SPOILERS/THRUST REVERSER panel.
WARNING: OBEY ALL THE SAFETY PRECAUTIONS FOR THE EXHAUST THRUST REVERSER WHEN
YOU DO WORK ON THE THRUST REVERSER SYSTEM. IF YOU DO NO DO THIS, YOU
CAN CAUSE INJURIES TO PERSONS AND/OR DAMAGE TO EQUIPMENT.
Deactivate the inoperative thrust reverser using (AMM Task 78-30-00-040-802) or latest AMM revision.
In reference to item (b) above, the flight crew will operate aircraft with reference to Airport Analysis Manual
performance data for one thrust reverser inoperative if operating on contaminated and wet runways. If one
Thrust “Reverser is operative, utilize reduced reverse thrust such that directional control is not jeopardized.
The use of a single reverser should be avoided on wet, slick or icy runways where directional control is critical.
QRH Vol.1, is available for landing data with one thrust reverser inoperative on contaminated and wet
runways.
NOTE 1: When the deactivation procedure is complete, the L (R) REV UNSAFE caution message or L (R)
REV UNLOCKED caution message or L (R) REV INOP caution message can come into view
continuously or intermittently on the EICAS during aircraft operation.
NOTE 2: For dry runways, no penalty applies.
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79. ENGINE OIL
79.12.01 Oil Replenishment system D 1 0 (M) May be inoperative provided alternate
method for checking engine oil levels and servicing
engine oil is established and used.
PLACARD
Put an OIL REPLENISHMENT SYSTEM INOPERATIVE placard on the remote OIL LEVEL control panel,
and adjacent to the ENGINE OIL LEVEL control panel.
Deactivate the oil replenishment system as follows:
1. In the AFT Equipment Bay, Pull and collar circuit breaker B9 (ENG OIL PWR) on CBP-5.
2. Every 16 Flight Hours do the procedures for servicing the oil at the engine tank
(AMM TASK 12-13-79-612-801). Within each 16 flight hours, check and replenish the oil manually.
NOTE: Do not add more than 2 quarts of oil at a time. If this does not bring the quantity up to the desired
level the engine should be dry motored for 30 seconds and the quantity checked prior to 5 minutes.
Install and lock the filter cap.
79.21.01 Engine Oil Filter C 1 0 (M) May be inoperative provided the approved
Impending Bypass and maintenance procedure is accomplished and does
Chip Detector Panel not exceed 30 flight hours interval(s).
(Engine Oil Detection
Panel)
PLACARD
Put an ENGINE OIL FILTER IMPENDING BYPASS AND CHIP DETECTOR PANEL INOPERATIVE
placard on the ENGINE OIL DETECTION panel.
At each Service Check, perform inspection for metal contamination of the oil system IAW current AMM &
EMM.
79.30.03 Engine Oil Level C 2 0 (M) Both may be inoperative provided:

Indications a) Engine oil reservoir is refilled within the
permissible time interval; and
b) There is no evidence of excessive oil
consumption.
PLACARD
Put a L (R or BOTH) OIL LEVEL INDICATION SYSTEM INOPERATIVE placard on the ENGINE OIL
LEVEL control panel.
Maintenance will check and replenish the oil within each 16 flight hours in accordance with AMM
Task Ref. 12-13-79-612-802.
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80. STARTING
80.10.01 Engine L/R “STOP” C 2 0 Both may be inoperative provided N2 is
Switch Lights monitored.
PLACARD
Put a “STOP” LIGHT INOPERATIVE placard on the L and/or R STOP Switch Light(s) (as applicable),
located on the ENG/IGNITION control panel.
80.10.02 Engine “START” Switch C 2 0 May be inoperative.

Lights
PLACARD
Put a “START” LIGHT INOPERATIVE placard on the L and/or R START Switch Light(s) (as applicable),
located on the ENG/IGNITION control panel.
80.10.03 Air Turbine Starter Speed C 2 1 (O) May be inoperative CLOSED provided:
Cut-out Switches a) Associated Engine STOP Switch Light
is operative;
b) Engine start is manually terminated; and
c) Starter disengagement is confirmed.
NOTE:
The Air Turbine Starter will be damaged if it is left
engaged at or above engine idle speed.
PLACARD
Put an AIR TURBINE STARTER SPEED CUTOUT SWITCH INOPERATIVE placard on the L and/or R
START Switch/Light(s) (as applicable), located on the ENG/IGNITION control panel.
For an inoperative air starter speed cut-out switch, do as follows:
Engine start:
1. Initiate normal engine start procedures.

2. After engine light-out monitor N2. When the engine N2 reaches 55% rpm, press the STOP Switch/Light
on
3. the ENG/IGNITION control panel.
4. On the EICAS secondary display, make sure that the L (R) ENGINE START status message is not shown.
NOTE: If the NO STARTER CUT-OUT caution message is shown on the EICAS primary display after you
press the STOP Switch/Light, refer to the corresponding QRH Abnormal procedure. The NO
STARTER CUT-OUT caution message indicates a probable failure within the air starter valve. For
engine start on ground, if you get NO STARTER CUT-OUT caution message after you press the
STOP Switch/Light, no aircraft dispatch is allowed.
-END-
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APPENDIX A
TABLE OF CONTENT
CATS & CAR Copies

CAR 91.05.1…………………………………………………………………………………….. 166
CAR 121.05.10 ………………………………………………………………………............... 167
CAR 91.04.11 …………………………………………………………………………………… 167
CAR 91.04.21 …………………………………………………………………………………… 168
CAR 91.04.23 …………………………………………………………………………………… 168
CAR 91.04.24 …………………………………………………………………………………… 169
CATS OPS 91.04.21 …………………………………………………………………………… 170
CAR 91.04.5 …………………………………………………………………………………….. 172
CAR 91.04.10 …………………………………………………………………………………… 173
CAR 121.05.6 …………………………………………………………………………………… 175
CAR 91.04.31 …………………………………………………………………………………… 175
CATS OPS 91.04.31(4) …………………………………...…………………………………… 176
CATS OPS 91.05.1 (6) ………………………………………………………………………… 177
CAR 91.05.2 …………………………………………………………………………………….. 182
CAR 121.05.4 …………………………………………………………………………………… 183
CATS OPS 91.04.17 …………………………………………………………………………… 184
CAR 91.04.20 …………………………………………………………………………………… 184
CAR 91.04.12 …………………………………………………………………………………… 185
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CATS 91.05.1 COMMUNICATION EQUIPMENT
1. General
(1) An owner or operator must ensure that a flight does not commence unless the communication and
navigation equipment required under Subpart 5 of the CAR Part 91 is–
(a) approved and installed in accordance with the applicable requirements, including the minimum
performance standard and the operational and airworthiness requirements;
(b) installed in such manner that the failure of any single unit required for either communication or
navigation purposes, or both, will not result in the inability to communicate and/or navigate safely
on the route being flown;
(c) in an operable condition for the kind of operation being conducted except as provided in the MEL;
and
(d) so arranged that if equipment is to be used by one flight deck crew member at his or her station
during flight, it must be readily operable from his or her station. When a single item of equipment
is required to be operated by more than one flight deck crew member, it must be installed so that
the equipment is readily operable from any station at which the equipment is required to be
operated.
(2) Communication and navigation equipment minimum performance standards are those prescribed in
the applicable ZA-TSO as listed in the ZA-TSO, unless different performance standards are approved.
Communication and navigation equipment complying with design and performance specifications
other than ZA-TSO on the date of commencement of the CAR may remain in service.
2. Radio equipment
(1) An owner or operator may not operate an aircraft unless it is equipped with the number and type of
radios required for the kind of operation being conducted.
(2) Where two independent (separate and complete) radio systems are required under section 5 of this
technical standard, each system must have an independent antenna installation except that, where
rigidly supported non-wire antennae or other antenna installations or equivalent reliability are used,
only one antenna is required.
3. Audio selector panel

An owner or operator may not operate an aircraft under IFR unless it is equipped with an audio selector
panel accessible to each required flight crew member.
4. Radio equipment for operations under VFR over routes navigated by reference to visual landmarks
An owner or operator may not operate an aircraft under VFR over routes than can be navigated by
reference to visual landmarks, unless it is equipped with the radio equipment (communication and SSR
transponder equipment) necessary under normal operating conditions to fulfil the following –
(a) communicate with appropriate ground stations;
(b) communicate with appropriate air traffic service facilities from any point in controlled airspace
within which flights are intended;
(c) receive meteorological information; and
(d) reply to SSR interrogations as required for the route being flown.
5. Communication equipment for operations under IFR, or under VFR over routes not navigated by
reference to visual landmarks
An owner or operator may not operate an aircraft under IFR, or under VFR over routes that cannot be
navigated by reference to visual landmarks, unless the aircraft is equipped with communication equipment
in accordance with the requirements of air traffic services in the area(s) of operation, but not less than –
(a) two independent radio communication systems necessary under normal operating conditions to
communicate with an appropriate ground station from any point on the route including diversions;
and
(b) SSR transponder equipment as required for the route being flown.
6. RCP communication equipment

For flight operations in defined portions of airspace or on routes where an RCP type has been prescribed,
an aeroplane shall, in addition to the foregoing requirements –
(a) be provided with communication equipment which will enable it to operate in accordance with the
prescribed RCP type(s); and
(b) be authorised by the Director for such operations.
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CAR 121.05.10
CAR 91.04.11 SEATS, SEAT SAFETY BELTS, HARNESSES AND CHILD RESTRAIN
DEVICES
(1) No owner or operator of an aircraft shall operate the aircraft unless such aircraft is equipped, as
applicable, with—
(a) a seat or berth for each person who is aged two years or more;
(b) a safety belt with or without a diagonal shoulder strap, or a safety harness, for use in each
passenger seat for each passenger who is aged two or more;
(c) a safety belt for use in each passenger berth;
(d) a child restraint device for each passenger who is less than two years of age;
(e) a safety harness for each flight crew member seat, incorporating a device which will automatically
restrain the occupant’s torso in the event of rapid deceleration; and
(f) a safety harness for each cabin crew member seat:
Provided that a safety belt with one diagonal shoulder strap is permitted if the fitting of a safety
harness is not reasonably practical.
(2) Seats for cabin crew members shall, where possible, be located near floor-level emergency exits and
additional cabin crew member seats required shall be located such that a cabin crew member may
best be able to assist passengers in the event of an emergency evacuation. Seats shall be forward or
rearward facing within 15º of the longitudinal axis of the aircraft.
(3) If the PIC cannot see all the passenger seats in the aircraft from his or her own seat, a means of
indicating to all passengers and cabin crew members that seat belts should be fastened, shall be
installed.
(4) All safety harnesses and safety belts shall have a single point release.
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CAR 91.04.23 ELT
(1) Except as provided in subregulation (3), no owner or operator of an aircraft specified in Document SA-
CATS 91 shall operate such aircraft unless it is equipped with one or more approved ELTs.
(2) The number and type of ELTs, the manner in which these shall be carried, the specifications to which
they shall adhere, the frequencies on which they shall be able to transmit and the manner in which
they shall be maintained are prescribed in Document SA-CATS 91.
(3) The following aircraft are exempted from the requirement prescribed in subregulation (1)—
(a) aircraft engaged in flights remaining within a radius of 50 nautical miles from their point of
departure;
(b) aircraft engaged in the aerial application of chemicals or other substances for agricultural purposes,
and on flights incidental thereto;
(c) a new aircraft on a flight for a purpose associated with its manufacture and preparation for delivery,
but not when on its delivery flight;
(d) an aircraft flown for the purpose of moving it to a place to have an approved ELT fitted, or a fitted
ELT repaired, removed or overhauled: Provided that only the required flight crew members may be
carried on board;
(e) an aircraft of which the ELT has been temporarily removed for inspection, repair, modification or
replacement: Provided the necessary logbook entries have been made, a placard stating “ELT not
installed or carried” has been installed in a position easily visible to the flight crew, and a period of
90 days is not exceeded;
(f) aircraft certified for research and development purposes;
(g) aircraft used for showing compliance with regulations, or in crew training, air racing, air display or
market surveys;
(h) aircraft with an approved seating configuration of not more than one person;
(i) aircraft operated in terms of Part 94; and
(j) any aircraft on a flight or a series of flights for which an exemption in writing has been granted by
the Director.
(4) The Director shall maintain a register of all aircraft equipped with 406 MHz ELTs, which shall contain
the following particulars—
(a) the nationality and registration marks of the aircraft;
(b) particulars of the manufacturer’s designation and serial number of the aircraft;
(c) the full name and contact details of the registered owner of the aircraft;
(d) the make and model number/s of the ELT/s;
(e) the 15-digit Unique Identification Number (UIN) provided by the manufacturer of the ELT, or the
aircraft’s Mode S transponder code; and
(f) the name/s and contact details of the person/s who know/s the aircraft’s itinerary and who may be
contacted 24 hours a day.
(5) On the payment of the appropriate fee as prescribed in Part 187, an excerpt of the ELT register shall
be furnished to any person who requests such an excerpt.
(6) For the registration, deregistration and changing of an ELT, the fee as prescribed in Part 187 is
payable.
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CAR 91.04.24 FLOTATION EQUIPMENT
(1) No person—
(a) shall operate an aeroplane other than an aeroplane referred to in paragraph (b)—
(i) when flying over water and beyond gliding distance of land in the case of the aeroplane not
capable of continuing the flight to an aerodrome with the critical power-unit becoming
inoperative at any point along the route or any planned diversion;
(ii) when taking off or landing at an aerodrome where the take-off or approach path is so disposed
over water that in the event of an incident, there would be a likelihood of a ditching,
unless such aeroplane is equipped with a flotation device or a life jacket containing a survivor
locator light, for each person on board, stowed in a position easily accessible, with safety belt
fastened, from the seat or berth of the person for whose use it is provided, and an individual
infant flotation device, containing a locator survival light for use by each infant on board;
(b) shall operate a seaplane or amphibious aeroplane unless such seaplane or amphibious aeroplane
is equipped with—
(i) a flotation device or a life jacket containing a survivor locator light, for each person on board,
stowed in a position easily accessible, with safety belt fastened, from the seat or berth of the
person for whose use it is provided, and an individual infant flotation device, containing a
survivor locator light, for use by each infant on board; and
(ii) life jackets, other than the life jackets referred to in subparagraph (i), for 20 per cent of the
number of persons on board such seaplane or amphibious aeroplane, located in the passenger
compartment near the emergency exits and readily accessible;
(c) shall operate a helicopter over water beyond autorotative distance from land, other than only for
take-off and initial climb, or final approach and landing, unless—
(i)each person on board is wearing a life jacket containing a survivor locator light; and
(ii)an individual infant flotation device containing a locator survival light for use by each infant on
board, stowed in a position easily accessible for the person in which care the infant is; and
(d) shall operate a free balloon or airship over a body of water that may pose a risk of drowning to any
person on board such free balloon or airship unless the operator has put in place appropriate
floatation devices or alternative drowning preventative measures.
(2) No person shall operate the following helicopters over water unless such helicopter is certificated as an
amphibian helicopter or for ditching or is equipped with permanent or rapidly deployable emergency
flotation equipment—
(a) a performance Class 3 helicopter operating below a height that would permit the helicopter to
complete an autorotation to a landing on land in the event of an engine failure;
(b) a performance Class 1 or 2 helicopter operating in a hostile environment more than 10 minutes
from land that would be unable to maintain flight to a suitable landing site in the event of an engine
failure; or
(c) a performance Class 1 helicopter operating in a non-hostile environment at a distance from land
equivalent to 30 minutes at normal cruising speed or 50 nautical miles, whichever is the lesser:
Provided that in the case of aerial spraying operations over water, the owner or operator may apply to
the Director for an exemption in terms of Part 11.
(3) Sea state shall be an integral part of ditching information.
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CATS OPS 91.04.21
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CAR 91.04.10 FLIGHT RECORDERS
(1) For the purposes of this regulation, any reference to the initial date of a type certificate or certificate of
airworthiness means the first time that type certificate or certificate of airworthiness was issued
for that aircraft type.
(2) No owner or operator shall operate an aircraft engaged in international general aviation
operations which—
(a) is an aeroplane with an MCM exceeding 27 000 kg for which the individual certificate of
airworthiness was first issued on or after 1 January 1989 unless such aeroplane is equipped
with a Type I FDR that complies with the requirements prescribed in Document SA-CATS
91;
(b) is an aeroplane with an MCM exceeding 5 700 kg for which the individual certificate of
airworthiness was first issued on or after 1 January 2005 unless such aeroplane is equipped
with a Type IA FDR that complies with the requirements prescribed in Document SA-CATS
91;
(c) is a helicopter with an MCM exceeding 7 000 kg, or having a passenger seating
configuration of more than nineteen, for which the individual certificate of airworthiness was
first issued on or after 1 January 1989 unless such helicopter is equipped with a Type IV
FDR that complies with the requirements prescribed in Document SA-CATS 91; or
(d) is a helicopter with an MCM exceeding 3 180 kg for which the individual certificate of
airworthiness is first issued after 1 January 2016 unless such helicopter is equipped with a
Type IVA FDR that complies with the requirements prescribed in Document SA-CATS 91.
(e) is a turbine-engine helicopter with an MCM of over 2 250 kg up to and including 3 180 kg for
which the application for type certification is submitted on or after 1 January 2018 shall be
equipped with—
(i) a Type IV A FDR; or
(ii) a Class C AIR capable of recording flight path and speed parameters displayed to the
pilot(s); or
(iii) an ADRS capable of recording the essential parameters defined in Table 2 of Document
SA-CATS 91.
(3) A turbine-engine aeroplane with an MCM exceeding 27 000 kg of which the prototype was type
certificated by an appropriate authority after 30 September 1969, may not be operated in
general aviation operations within the Republic of South Africa unless such aeroplane is
equipped with a Type II FDR that complies with the requirements prescribed in Document SA-
CATS 91.
(4) No owner or operator shall operate—
(a) an aeroplane with an MCM exceeding 5 700 kg and to which an individual certificate of
airworthiness was first issued on or after 1 January 1987;
(b) a turbine engine aeroplane to which an individual certificate of airworthiness was first issued
before 1 January 1987 and is of a type for which the prototype was certified by an
appropriate authority after 30 September 1969, which is an aeroplane with an MCM
exceeding 27 000 kg; or
(c) a helicopter with an MCM exceeding 7 000 kg,
unless such aeroplane or helicopter is equipped with a CVR which complies with the
requirements prescribed in Document SA-CATS 91.
(5) No owner or operator shall operate a turbine engine aeroplane for which a type certificate was
first issued on or after 1 January 2016 and required to be operated by more than one pilot
unless such aeroplane is equipped with either a CVR or a CARS.
(6) No owner or operator shall operate an aircraft for which the individual certificate of airworthiness
is first issued on or after 1 January 2016 and which is required to be fitted with a CVR or for
aeroplanes, a CARS, unless the CVR or CARS, as applicable, is provided with an independent
power source that complies with the requirements prescribed in Document SA-CATS 91.
(7) No owner or operator shall operate an aircraft for which the individual certificate of airworthiness
was first issued on or after 1 January 2016, which utilises any data link communications and is
required to carry a CVR, unless all data link communications messages to and from the aircraft
are recorded on a data link recorder (DLR) or other flight recorder. The minimum recording
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duration shall be equal to the duration of the CVR and shall be correlated to the recorded
cockpit audio.
(8) No owner or operator shall operate an aircraft which is modified on or after 1 January 2016 to
install and utilise any data link communications and is required to carry a CVR, unless the data
link communications messages are recorded on a DLR or other flight recorder.
(9) The FDR required by this regulation shall be capable of retaining the information recorded
during at least—
(a) in the case of an aeroplane, the last 25 hours of its operation; or
(b) in the case of a helicopter, the last 10 hours of its operation.
(10) The CVR or CARS required by this regulation shall be capable of retaining information
recorded during at least the last 30 minutes of the aircraft’s operation until 1 January 2016, and
thereafter during at least the last 2 hours of its operation.
(11) No owner or operator shall use the following mediums to record any information or data
required to be recorded by this regulation—
(a) engraving metal foil, photographic film and analogue using frequency modulation (FM) in
FDRs;
(b) from 1 January 2016, magnetic tape in FDRs and magnetic tape and wire in CVRs.
(12) The flight recorder shall not be switched off during flight.
(13) Each flight recorder installed in an aircraft shall be located and installed in such a manner that
maximum practicable protection is provided, in order that, in the event of an accident or incident,
the recorded data may be recovered in a preserved and intelligible state. Flight recorders shall
meet the installation, crashworthiness and fire protection specifications prescribed in Document
SA-CATS 91.
(14) The owner or operator of the aircraft shall ensure that retrieving the recorded data from the
storage medium will be readily possible.
(15) The PIC, owner or operator shall ensure, to the extent possible, in the event the aircraft
becomes involved in an accident or incident, that—
(a) all related flight recorder records, and if possible the associated flight recorders, are
preserved and retained in safe custody pending their disposition to the accident or incident
investigation team;
(b) the flight recorders are deactivated upon completion of flight time following an accident or
incident; and
(c) the flight recorders are not reactivated before their disposition to the accident or incident
investigation team.
(16) An owner or operator shall ensure that the quality assurance programme of the organisation
responsible for the maintenance of his or her aircraft includes verification of the measurement
range, recording interval and accuracy of parameters on installed flight recorder equipment.
(17) An owner or operator shall ensure that documentation concerning parameter allocation,
conversion equations, periodic calibration and other serviceability/maintenance information is
maintained by the organisation responsible for the maintenance of his or her aircraft. The
documentation shall be sufficient to ensure that accident investigation authorities have the
necessary information to read out the data in engineering units.
(18) The owner or operator of the aircraft shall—
(a) conduct daily and annual inspections of each flight recorder as specified in Document SA-
CATS 91; and
(b) record and retain the results of such check for a period of 5 years calculated from the date of
such check.
(19) The CVR and FDR referred to in this regulation may be combined.
(20) An aircraft may commence a flight with the FDR inoperative: Provided that—
(a) for aircraft with an approved MEL, the aircraft is operated in accordance with that MEL and
such MEL incorporates the provisions of paragraph (b) below; or
(b) for aircraft without an approved MEL—
(i) the aircraft shall not depart from an aerodrome where repairs or replacements to such
FDR can be made;
(ii) the aircraft does not exceed six further consecutive flights with the FDR unserviceable;
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(iii) not more than 48 hours have elapsed since the FDR became unserviceable; and
(iv) any CVR is combined with the FDR.
(21) An aircraft may commence a flight with the CVR or CARS inoperative: Provided that—
(a) for aircraft with an approved MEL, the aircraft is operated in accordance with such MEL; or
(b) for aircraft without an approved MEL—
(i) the aircraft shall not take-off from an aerodrome where repairs or replacements to such
CVR can be made;
(ii) the aircraft does not exceed six further consecutive flights with the CVR unserviceable;
(iii) not more than 48 hours have elapsed since the CVR became unserviceable; and
(iv) any FDR required to be carried, is operative, unless the FDR is combined with a CVR.
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CAR 91.04.28
Airborne collision avoidance system
(1) Except as otherwise provided for in Part 121 and Part 135, no person may operate a
turbine-engine aeroplane of a maximum certificated take-off mass in excess of 15 000
kg or authorised to carry more than 30 passengers, for which the individual certificate of
airworthiness was first issued after 1 January 2007, unless such aeroplane is equipped
with an ACAS that meets the specifications prescribed in Document SA-CATS 91.
(2) No person shall operate an aeroplane required to be equipped with ACAS unless he or
she has completed the training and checking as specified in Document SA-CATS 91.
(3) ACAS training shall be provided through an approved training programme.
(4) Whenever an aircraft is equipped with an ACAS, such system shall—

a) meet the specifications in, and function in accordance with, the relevant provisions
of Document SA-CATS 91; and
b) when serviceable, be activated at all times during flight in all airspace, including
oceanic, international, foreign and domestic airspace, even if in terms of these
regulations the carriage of ACAS equipment is not compulsory for that particular type
of aircraft or the type of operation.
(5) Whenever an ACAS becomes unserviceable during flight when operation of ACAS is
mandatory, the PIC of that aeroplane shall inform the responsible ATSU as soon as is
practical.
(6) No pilot may act as PIC of a South African-registered aircraft during any period while an
ACAS is activated unless such pilot is ACAS-current.
(7) When a flight crew receives a traffic avoidance instruction from an ATSU that is in
conflict with the resolution advisory message issued by the aircraft’s approved ACAS,
the ACAS resolution advisory takes priority over the ATSU instruction.
(8) Document SA-CATS 91 contains instructions in respect of ACAS operational use and
event reporting.
(9) For the purpose of this regulation, an ACAS-current pilot means a pilot who—
a) within the immediately preceding 12 months, completed initial ACAS II training;
b) within the immediately preceding two (2) years, completed initial ACAS training and
subsequently completed ACAS II renewal training more than 9 months and less than
12 months after the earlier training; or
c) within the immediately preceding 12 months, completed a session of ACAS II cyclic
training.
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CATS 91.04.31
CAR 121.05.6
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CATS 91.04.31 (4)
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CATS 91.05.1 (6)
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CAR 121.05.4
121.05.9
Flight crew interphone system
(1) An air service operator shall not operate an aeroplane with a MCM exceeding 15 000
kilograms and a maximum approved passenger seating configuration of more than 19
seats, unless such aeroplane is equipped with a flight crew interphone system.
(2) The flight crew interphone system shall—
(a) operate independently of the public address system except for handsets,
microphones, selector switches and signalling devices;
(b) provide a means of two-way communication between the flight deck crew
compartment and—
(i) each passenger compartment;
(ii) each galley located on another level than on a passenger deck level; and
(ii) each isolated flight crew compartment;
(c) be readily accessible for use from each of the required flight deck crew stations on
the flight deck;
(d) be readily accessible for use at the required cabin crew member stations close to
each separate or pair of floor-level emergency exits;
(e) have an alerting system incorporating aural or visual signals for use by flight deck
crew members to alert the cabin crew and for use by cabin crew members to alert
the flight deck crew;
(f) have a means of the recipient of a call to determine whether it is a normal call or an
emergency call; and
(g) provide on the ground a means of two-way communication between ground

personnel and at least two flight deck crew members.
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CAR 121.05.5
Terrain awareness and warning system
(1) All turbine-engine aeroplanes of a maximum certificated take-off mass in excess of
15000 kg or authorised to carry more than 30 passengers, for which the individual
certificate of airworthiness is first issued on or after 1 July 1979, shall be equipped with a
TAWS.
(2) All turbine-engine aeroplanes of a maximum certificated take-off mass in excess of 5

700 kg or authorised to carry more than nine passengers, for which the individual certificate
of airworthiness is first issued on or after 1 January 2010, shall be equipped with a TAWS
which has a predictive terrain avoidance function.
(3) All turbine-engine aeroplanes authorised under this Part to carry passengers shall be
equipped with a TAWS which has a predictive terrain avoidance function.
(4) As from 1 January 2013 all piston-engine aeroplanes of a maximum certificated take-off
mass in excess of 5 700 kg or authorised to carry more than nine passengers shall be
equipped with a TAWS which provides the warnings contemplated in subregulations (6) (a)
and (c), warning of unsafe terrain clearance and a predictive terrain avoidance function.
(5) A TAWS shall automatically provide a timely and distinctive warning to the flight crew
when the aeroplane is in potentially hazardous proximity to the earth’s surface.
(6) A TAWS shall provide, unless otherwise specified herein, warnings of the following
circumstances—
(a) excessive descent rate;
(b) excessive terrain closure rate;
(c) excessive altitude loss after take-off or go-around;
(d) unsafe terrain clearance while not in landing configuration—

(i) gear not locked down; or
(ii) flap not in a landing position; and
(e) excessive descent below the instrument glide path.
(7) No person shall inhibit or otherwise render inoperative any required TAWS during flight
time except in accordance with the approved aeroplane flight manual.
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CATS 91.04.17
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CAR 91.04.12
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CATS 121.05.17
Flight Recorders
4. Aeroplanes for which flight data recorders are required

An operator shall ensure any aeroplane operated in a commercial air transport
operation is equipped with an FDR in accordance with the following table –
TABLE
Maximum
FDR
Conditions Certificated Propulsion FDR FDR FDR Class C AIR
Group T.A.A.A.H ADRS
See note 1. Take-Off Mass System TYPE 1 TYPE 1A TYPE II or AIRS
See note 2.
(kg)
Application for type certification
1 submitted to Contracting State on or ≤5700 Turbine X X X
after 1 January 2016 See note 3
Individual certificate of airworthiness
2 first issued on or after 1 January > 27000 All X
1989
Individual certificate of airworthiness X
> 5700 but ≤
3 first issued on or after 1 January All
27000
1989
first issued on or after 1 January
4 >5700 Turbine X
1987 but before 1 January
1989 Except those in Group 5
5 > 27000 Turbine X
first issued on or after 1 January
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1987 but before 1 January 1989
whose types of which the prototype
was certificated by the appropriate
national authority after 30
September 1969
6 >5700 Turbine X
first issued before 1 January 1987
7 >5700 All X
first issued after 1 January 2005
Notes –
1. For the purposes of this technical standard, any reference to the application for the
type certification being submitted to a Contracting State on or after a specified date
means the date an application is made for a new aircraft type, not the date of
certification of particular aircraft variants or derivative models. Any reference to the
individual certificate of airworthiness being issued first on or after a specified date
means the first time a certificate of airworthiness is issued for a new individual aircraft
serial number that has just come off the assembly line.
2. FDR T.A.A.A.H means a FDR that records time, altitude, airspeed, normal
acceleration and heading.
3. The recording system may be any one of the three.
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APPENDIX B
NONESSENTIAL EQUIPMENT AND FURNISHINGS (NEF).

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. The
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.
1 CATEGORY
ITEM 2 NUMBER INSTALLED
3 NUMBER REQUIRED FOR DISPATCH
4. REMARKS OR EXEPTIONS
Coffee Maker D 1 0 (M) May be inoperative.
PLACARD
Put a COFFEE MAKER INOP placard on the GALLEY CONTROL PANEL.
a. Open and collar the associated circuit breaker as listed below:

CBP# CB# NAME
1 D11 COFFEE MKR 1
Galley Cart Brakes D 2 0 May be inoperative provided Cart remains stowed
in galley.
Passengers Attendant Call System D 25 5 May be inoperative.
Passenger Tray Tables D 50 5 (M) May be inoperative
PLACARD
Put a TRAY TABLE INOPERATIVE placard on the table.
Secure tray table in the closed position and notify the crew.
-END-
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MINIMUM EQUIPMENT LIST

Hangar 6, ORT International Airport

CL600-2B19 MINIMUM EQUIPMENT LIST

EDITION REVISION DATE PAGE NO. INITIALS

Siphamandla Bheki Mhlanga

Page Edition Revision Date Page Edition Revision Date

ACCEPTANCE AND APPROVALS

Designation : RP: Aircraft

Date : 10 December 2020

d. “Remarks or Exceptions” (Column 4) in this column includes a statement either

9. Alphabetical symbol in column 4 indicates a provision (condition or limitation) that must be

The letter designators are inserted adjacent to column 2.

Sequence & System 1. Relief Category

Open and secure the Exhaust Fan circuit breaker.

CBP# CB# NAME

Open and secure the Exhaust Fan circuit breaker.

CBP# CB# NAME

21-24-01 ARINC Avionics Supply C 2 1 (M) One may be inoperative provided:

NOTE: Utilization of equipment in the avionics bay

(1) Energize the aircraft electrical power systems.

Put a DISPLAY COOLING FAN 1 INOPERATIVE or DISPLAY COOLING FAN 2 INOPERATIVE or

(1) Energize the aircraft electrical power systems.

21-24-03 Avionics Cooling Exhaust C 1 0 (M) May be inoperative provided:

NOTE: Utilization of equipment in the avionics bay

(1) Energize the aircraft electrical power systems.

21-24-06 Overboard Exhaust SOV C 1 0 (M)(O) May be inoperative OPEN provided:

For an inoperative overboard exhaust SOV in the OPEN position, do as follows:

For unpressurized flight procedures, Not Using Packs, do the following:

1. EMER DEPRESS switch/light: Press in to depressurize the aircraft.

For unpressurized flight procedures, Using Packs, do the following:

For an inoperative overboard exhaust SOV in the CLOSED position, do as follows:

21-31-01 Automatic Cabin C 2 1 One may be inoperative provided Cabin Pressure

C 2 0 (O) May be inoperative provided:

For unpressurized Flight procedures, Not Using Packs, do the following:

3. Airplane altitude: 10,000 feet maximum or lowest safe altitude.

21-31-02 EMER DEPRESS Switch C 1 0 May be inoperative or missing provided:

C 1 0 (O) May be inoperative or missing provided

Put a CABIN PRESSURE OUTFLOW VALVE(S) INOPERATIVE placard on the CABIN

Apply AC electrical power to the aircraft.

Release to poppet and ensure that the tubing stays in place.

Open and secure the following circuit breakers:

CBP# CB# NAME

On CBP-1 open and secure circuit breaker L4, (OVERBOARD SOV).

For unpressurized Flight procedures, Not Using Packs, do the following:

For unpressurized flight procedures, Using Packs, do the following:

21-33-01 Cabin Pressure C 1 0 (M) May be inoperative provided:

Put a CABIN PRESSURE ACQUISITION MODULE INOPERATIVE placard on the CABIN

1) Fan C 1 0 May be inoperative provided:

2) Heater #1 C 1 0 May be inoperative provided galley heating #1 switch

3) Heater #2 C 1 0 May be inoperative provided galley heating #2 switch

Open and collar circuit breaker:

C 2 1 (O) LH pack may be inoperative provided:

1. Select the operative PACK off (pressed out).

NOTE: Ground operations should be limited at

Open and collar the following circuit breakers:

CBP# CB# NAME