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M A S T E R M I N I M U M E Q U I P M E N T L I S T BOMBARDIER BUSINESS JET CANADAIR CHALLENGER CL 600/601/601-3A/601-3R/604/605/650 TRANSMITTAL LETTER This letter presents Revision 1 of the Challenger 600-Series EASA Master Minimum Equipment List (CSP 600-158) for all variants, dated 19 February 2016. The associated Challenger 600 Dispatch Deviation Guide (DDG), containing the appropriate operational (O) and maintenance (M) procedures, will be issued to support this MMEL. The DDG is to be issued within 30 days after approval.
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EASA (Cl600)

Jan 01, 2017

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Page 1: EASA (Cl600)

M A S T E R M I N I M U M E Q U I P M E N T L I S T

BOMBARDIER BUSINESS JET

CANADAIR CHALLENGER

CL 600/601/601-3A/601-3R/604/605/650

TRANSMITTAL LETTER

This letter presents Revision 1 of the Challenger 600-Series EASA Master Minimum Equipment List (CSP 600-158)for all variants, dated 19 February 2016.

The associated Challenger 600 Dispatch Deviation Guide (DDG), containing the appropriate operational (O) andmaintenance (M) procedures, will be issued to support this MMEL. The DDG is to be issued within 30 days afterapproval.

Page 2: EASA (Cl600)

EUROPEAN AVIATION SAFETY AGENCY

MASTER MINIMUM EQUIPMENT LIST

Bombardier Business Jet

CL 600/601/601-3A/601-3R/604/605/650

(CSP 600-158)

First issued: 25 Nov 2015Revision 1: 19 Feb 2016

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EUROPEAN AVIATION SAFETY AGENCYMASTER MINIMUM EQUIPMENT LIST

AIRCRAFT REVISION No: 1 Page

CL 600\601\601-3A\601-3R\604\605\650 DATE: Feb 19/2016 TOC-1

TABLE OF CONTENTS

Subject Chapter/Page

TRANSMITTAL LETTER PAGETITLE PAGETABLE OF CONTENTS TOC-1MANUAL APPROVAL PAGERECORD OF REVISIONS REV-1RECORD OF TEMPORARY REVISIONS TpRv-1USER COMMENTSLIST OF EFFECTIVE PAGES LEP-1HIGHLIGHTS OF CHANGE HOC-1DEFINITIONS DEF-1ABBREVIATIONS and ACRONYMS ABB-1PREAMBLE PRE-1EQUIPMENT LIST

Air Conditioning 21-1

Auto Flight 22-1

Communications 23-1

Electrical Power 24-1

Equipment/Furnishings 25-1

Fire Protection 26-1Flight Controls 27-1

Fuel 28-1

Hydraulic Power 29-1

Ice and Rain Protection 30-1

Indicating/Recording Systems 31-1

Landing Gear 32-1

Lights 33-1

Navigation 34-1Oxygen 35-1

Pneumatics 36-1

(Cont’d)

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EUROPEAN AVIATION SAFETY AGENCYMASTER MINIMUM EQUIPMENT LIST

AIRCRAFT REVISION No: 1 Page

CL 600\601\601-3A\601-3R\604\605\650 DATE: Feb 19/2016 TOC-2

TABLE OF CONTENTS (Cont’d)

Subject Chapter/Page

EQUIPMENT LIST (Cont’d)

Water /Waste 38-1

Central Maintenance System 45-1

Information Systems 46-1

APU 49-1

Doors 52-1

Windows 56-1

Power Plant 71-1

Engine Fuel and Control 73-1

Ignition 74-1

Engine Control 76-1

Engine Indicating 77-1

Exhaust 78-1

Oil 79-1

Page 5: EASA (Cl600)

EUROPEAN AVIATION SAFETY AGENCY

MASTER MINIMUM EQUIPMENT LIST

CANADAIR CHALLENGER

CL-600 (CL-600-1A11)CL-601 (CL-600-2A12)CL-601-3A (CL600-2B16)CL-601-3R (CL600-2B16)CL-604 (CL600-2B16)CL-605 (CL600-2B16)CL-650 (CL600-2B16)

CL 600\601\601-3A\601-3R\604\605\650

Manual Approval

This Master Minimum Equipment List (MMEL) is issued by the EUROPEAN AVIATION SAFETY AGENCY at thebelow revision and is recommended for approval as the basis for the preparation and approval of individual

operator’s Minimum Equipment List (MEL) for aircraft of the above listed Types, as certified by and operated underthe jurisdiction of members States National Authorities.

Operational Suitability Data (OSD)Approval number:

10056329Date: 19 February 2016

Revision 1

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EUROPEAN AVIATION SAFETY AGENCYMASTER MINIMUM EQUIPMENT LIST

AIRCRAFT REVISION No: 1 Page

CL 600\601\601-3A\601-3R\604\605\650 DATE: Feb 19/2016 REV-1

RECORD OF REVISIONS

Retain this index in the front of the manual. When Revisions are received and inserted, enter the relevantinformation in the columns below.

Revision # Pages Affected By

Original All Bombardier Aerospace

Revision 1 All Bombardier Aerospace

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AIRCRAFT REVISION No: 1 Page

CL 600\601\601-3A\601-3R\604\605\650 DATE: Feb 19/2016 REV-2

THIS PAGE INTENTIONALLY LEFT BLANK

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EUROPEAN AVIATION SAFETY AGENCYMASTER MINIMUM EQUIPMENT LIST

AIRCRAFT REVISION No: 1 Page

CL 600\601\601-3A\601-3R\604\605\650 DATE: Feb 19/2016 TpRv-1

RECORD OF TEMPORARY REVISIONS

Retain this index in the front of the manual. When Temporary Revisions are issued or cancelled, enter the date youinsert each revision in your manual.

TempRev #

PagesAffected

EASA approval Description of Revision Date IncorporatedSignature

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AIRCRAFT REVISION No: 1 Page

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CL 600\601\601-3A\601-3R\604\605\650 BOMBARDIER Business Jet

MMEL USER COMMENTS

ON ERRORS, OMISSIONS, PROCEDURES (IF APPLICABLE), ETC.

FAX to: (514) 855-8751Bombardier AerospaceRM&S - Reliability, Maintainability and SafetyDepartment 643

OR

Email to: [email protected]

OR

Mail to: address on back of this page

From: Telephone No.:

Company: Email address:

Date:

The MMEL requires the following correction or clarification:

ATA Chapter/MMEL Item No.:

Page No.: Page Date:

OUR RESPONSE

Thank you for your comment;

F We will issue Temporary Revision No.____F We will include in Revision ___ scheduled for:

Comment:

Date:

Page 11: EASA (Cl600)

--------------------------------------------------------------------------------------------------------------------------------------------------------

Bombardier AerospaceP.O.Box 6087, Station Centre-villeMontreal, QuebecH3C 3G9

Attention: Martin ZeppetelliRM&S - Reliability, Maintainability and SafetyDept. 643

--------------------------------------------------------------------------------------------------------------------------------------------------------

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AIRCRAFT REVISION No: 1 Page

CL 600\601\601-3A\601-3R\604\605\650 DATE: Feb 19/2016 LEP-1

LIST OF EFFECTIVE PAGES

CHAPTERPAGE DATE

CHAPTERPAGE DATE

Title Page Feb 19/2016

Table of ContentsTOC-1 Feb 19/2016TOC-2 Feb 19/2016

Manual Approval Page

Bombardier’s Address Page

Record of RevisionsREV-1 Feb 19/2016REV-2 Feb 19/2016

Record of Temporary RevisionsTpRv-1 Feb 19/2016TpRv-2 Feb 19/2016

User CommentsPage Feb 19/2016

List of Effective PagesLEP-1 Feb 19/2016LEP-2 Feb 19/2016LEP-3 Feb 19/2016LEP-4 Feb 19/2016

Highlights Of ChangesHOC-1 Feb 19/2016HOC-2 Feb 19/2016

DefinitionsDEF-1 Feb 19/2016DEF-2 Feb 19/2016DEF-3 Feb 19/2016DEF-4 Feb 19/2016DEF-5 Feb 19/2016DEF-6 Feb 19/2016

Abbreviations and AcronymsABB-1 Feb 19/2016ABB-2 Feb 19/2016ABB-3 Feb 19/2016ABB-4 Feb 19/2016ABB-5 Feb 19/2016ABB-6 Feb 19/2016ABB-7 Feb 19/2016ABB-8 Feb 19/2016ABB-9 Feb 19/2016ABB-10 Feb 19/2016ABB-11 Feb 19/2016ABB-12 Feb 19/2016

PreamblePRE-1 Feb 19/2016PRE-2 Feb 19/2016

21 Air Conditioning21-1 Feb 19/201621-2 Feb 19/201621-3 Feb 19/201621-4 Feb 19/201621-5 Feb 19/201621-6 Feb 19/201621-7 Feb 19/201621-8 Feb 19/2016

22 Auto Flight22-1 Feb 19/201622-2 Feb 19/201622-3 Feb 19/201622-4 Feb 19/201622-5 Feb 19/201622-6 Feb 19/201622-7 Feb 19/201622-8 Feb 19/2016

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AIRCRAFT REVISION No: 1 Page

CL 600\601\601-3A\601-3R\604\605\650 DATE: Feb 19/2016 LEP-2

LIST OF EFFECTIVE PAGES (Cont’d)

CHAPTERPAGE DATE

CHAPTERPAGE DATE

23 Communications23-1 Feb 19/201623-2 Feb 19/201623-3 Feb 19/201623-4 Feb 19/201623-5 Feb 19/201623-6 Feb 19/2016

24 Electrical Power24-1 Feb 19/201624-2 Feb 19/201624-3 Feb 19/201624-4 Feb 19/201624-5 Feb 19/201624-6 Feb 19/201624-7 Feb 19/201624-8 Feb 19/2016

25 Equipment/Furnishings25-1 Feb 19/201625-2 Feb 19/201625-3 Feb 19/201625-4 Feb 19/201625-5 Feb 19/201625-6 Feb 19/201625-7 Feb 19/201625-8 Feb 19/201625-9 Feb 19/201625-10 Feb 19/2016

26 Fire Protection26-1 Feb 19/201626-2 Feb 19/201626-3 Feb 19/201626-4 Feb 19/2016

27 Flight Controls27-1 Feb 19/201627-2 Feb 19/201627-3 Feb 19/201627-4 Feb 19/2016

28 Fuel28-1 Feb 19/201628-2 Feb 19/201628-3 Feb 19/201628-4 Feb 19/201628-5 Feb 19/201628-6 Feb 19/201628-7 Feb 19/201628-8 Feb 19/201628-9 Feb 19/201628-10 Feb 19/2016

29 Hydraulic Power29-1 Feb 19/201629-2 Feb 19/201629-3 Feb 19/201629-4 Feb 19/2016

30 Ice & Rain Protection30-1 Feb 19/201630-2 Feb 19/201630-3 Feb 19/201630-4 Feb 19/201630-5 Feb 19/201630-6 Feb 19/201630-7 Feb 19/201630-8 Feb 19/201630-9 Feb 19/201630-10 Feb 19/2016

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AIRCRAFT REVISION No: 1 Page

CL 600\601\601-3A\601-3R\604\605\650 DATE: Feb 19/2016 LEP-3

LIST OF EFFECTIVE PAGES (Cont’d)

CHAPTERPAGE DATE

CHAPTERPAGE DATE

31 Instruments31-1 Feb 19/201631-2 Feb 19/201631-3 Feb 19/201631-4 Feb 19/201631-5 Feb 19/201631-6 Feb 19/201631-7 Feb 19/201631-8 Feb 19/201631-9 Feb 19/201631-10 Feb 19/2016

32 Landing Gear32-1 Feb 19/201632-2 Feb 19/201632-3 Feb 19/201632-4 Feb 19/2016

33 Lights33-1 Feb 19/201633-2 Feb 19/201633-3 Feb 19/201633-4 Feb 19/201633-5 Feb 19/201633-6 Feb 19/201633-7 Feb 19/201633-8 Feb 19/201633-9 Feb 19/201633-10 Feb 19/201633-11 Feb 19/201633-12 Feb 19/2016

34 Navigation34-1 Feb 19/201634-2 Feb 19/201634-3 Feb 19/201634-4 Feb 19/201634-5 Feb 19/201634-6 Feb 19/201634-7 Feb 19/201634-8 Feb 19/201634-9 Feb 19/201634-10 Feb 19/201634-11 Feb 19/201634-12 Feb 19/201634-13 Feb 19/201634-14 Feb 19/201634-15 Feb 19/201634-16 Feb 19/201634-17 Feb 19/201634-18 Feb 19/201634-19 Feb 19/201634-20 Feb 19/201634-21 Feb 19/201634-22 Feb 19/201634-23 Feb 19/201634-24 Feb 19/2016

35 Oxygen35-1 Feb 19/201635-2 Feb 19/201635-3 Feb 19/201635-4 Feb 19/2016

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AIRCRAFT REVISION No: 1 Page

CL 600\601\601-3A\601-3R\604\605\650 DATE: Feb 19/2016 LEP-4

LIST OF EFFECTIVE PAGES (Cont’d)

CHAPTERPAGE DATE

CHAPTERPAGE DATE

36 Pneumatics36-1 Feb 19/201636-2 Feb 19/2016

38 Water / Waste38-1 Feb 19/201638-2 Feb 19/2016

45 Central Maintenance Systems45-1 Feb 19/201645-2 Feb 19/2016

46 Information Systems46-1 Feb 19/201646-2 Feb 19/2016

49 Auxiliary Power Unit49-1 Feb 19/201649-2 Feb 19/2016

52 Doors52-1 Feb 19/201652-2 Feb 19/201652-3 Feb 19/201652-4 Feb 19/2016

56 Windows56-1 Feb 19/201656-2 Feb 19/2016

71 Powerplant71-1 Feb 19/201671-2 Feb 19/2016

73 Engine Fuel and Control73-1 Feb 19/201673-2 Feb 19/2016

74 Ignition74-1 Feb 19/201674-2 Feb 19/2016

76 Engine Control76-1 Feb 19/201676-2 Feb 19/2016

77 Engine Indicating77-1 Feb 19/201677-2 Feb 19/201677-3 Feb 19/201677-4 Feb 19/201677-5 Feb 19/201677-6 Feb 19/2016

78 Exhaust78-1 Feb 19/201678-2 Feb 19/2016

79 Oil79-1 Feb 19/201679-2 Feb 19/2016

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AIRCRAFT REVISION No: 1 Page

CL 600\601\601-3A\601-3R\604\605\650 DATE: Feb 19/2016 HOC-1

HIGHLIGHTS OF CHANGE

Revision 1 incorporates changes to each page header to include the marketing designation ‘650’ under AIRCRAFT

In addition, Revision 1 incorporates relief for Challenger 650 Avionics Block Upgrade for ATA items 23-11-4,34-34-1, 34-42-2, 34-43-1, 34-54-1, 34-54-2, 34-61-1, 34-61-2, 34-61-4, and 34-61-5. The ‘650’ marketingdesignation was added to all relief items that are applicable to the ‘605’ marketing designator with no technicalchange.

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CL 600\601\601-3A\601-3R\604\605\650 DATE: Feb 19/2016 HOC-2

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AIRCRAFT REVISION No: 1 Page

CL 600\601\601-3A\601-3R\604\605\650 DATE: Feb 19/2016 DEF-1

DEFINITIONS

1. “ Affected ” refers to the subject item of equipment (component, system or function) listed in the Item column.

2. " Airplane Flight Manual (AFM) " is the document required for type certification and approved by the Agency.The approved AFM for the specific aircraft is listed on the applicable Type Certificate Data Sheet.

3. " Alphabetical Symbol " indicates a proviso (condition or limitation) that must be complied with for operationwith the listed item inoperative.

4. " Alternate procedures are established and used " or similar statement, means that alternate procedures (ifapplicable), to the affected process, must be drawn up by the operator as part of the MEL approval process,so that they have been established before the MEL document has been approved. Such alternate proceduresare normally included in the associated operations (O) procedure.

5. " Any in excess of those required by regulations " means that the listed item is required by applicablelegislation (e.g. Part OPS, Single European Sky legislation or the applicable airspace requirements) must beoperative and only excess items may be inoperative. When the item is not required, it may be inoperative forthe time specified by its rectification interval category. Whenever this condition is used in the MMEL, theapplicable regulations for the intended flight routes and the resulting dispatch restrictions need to be clarifiedat the operator’s MEL level.

6. " As required by (operational) regulations " means that the listed item of equipment is subject to certainprovisions (restrictive or permissive) expressed in the applicable legislation (e.g. regulation Air Operations,Single European Sky legislation or the applicable airspace requirements). When the equipment is not required,it may be inoperative for the time specified by its rectification interval category.

7. " Calendar Day " means a 24-hour period from midnight to midnight based on either UTC or local time, asselected by the operator. All calendar days are considered to run consecutively.

8. " Combustible Material " means the material which is capable of catching fire and burning. In particular: if aMEL item prohibits loading of combustible (or flammable or inflammable) material, no material may be loadedexcept the following:

1) Cargo handling equipment (unloaded, empty or with ballast);

2) Fly away kits (excluding e.g. cans of hydraulic fluid, cleaning solvents, batteries, capacitors, chemicalgenerators, etc.);

Note: If serviceable tires are included, they should only be inflated to a minimum pressure thatpreserves their serviceability; and

3) Inflight service material (return catering — only closed catering trolleys/boxes, no newspapers, noalcohol or duty free goods).

9. " Commencement of flight " is the point when an aircraft begins to move under its own power for thepurpose of preparing for take-off.

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AIRCRAFT REVISION No: 1 Page

CL 600\601\601-3A\601-3R\604\605\650 DATE: Feb 19/2016 DEF-2

DEFINITIONS(Cont’d)

10. " Considered Inoperative " as used in the dispatch conditions, means that item must be treated for dispatch,taxiing and flight purposes as though it were inoperative. The item shall not be used or operated until theoriginal deferred item is repaired. Additional actions include: documenting the item on the dispatch release (ifapplicable), placarding, and complying with all remarks, exceptions, and related MMEL provisions, includingany (M) and (O) procedures and observing the rectification interval.

11. " Crew Member " means a person assigned to duty in an aircraft during flight time.

12. " Dash (-) " in the Number Installed Column (respectively Number Required for Dispatch Column) indicates avariable number (quantity) of the item installed (respectively item required) or not applicable.

Note: Where the MMEL shows a variable number installed, the MEL should reflect the actual numberinstalled, as far as practical.

13. " Daylight " means the period between the beginning of morning civil twilight and the end of evening civiltwilight relevant to the local aeronautical airspace; or such other period, as may be prescribed by theappropriate authority.

14. " Day of discovery " means the calendar day that a malfunction was recorded in the aircraft maintenancerecord/log book.

15. " Deactivated " and " Secured " means that the specified component must be put into an acceptablecondition for safe flight. An acceptable method of securing or deactivating will be established by the operatorfor inclusion to their MEL.

16. " Deleted " in the remarks column after a sequence item indicates that the item was previously listed but isnow required to be operative if installed in the aircraft.

17. " Engine Indicating Crew Alerting System (EICAS) " that provides electronic messages refers to a systemcapable of providing different priority levels of system information messages (e.g., WARNING, CAUTION,ADVISORY and STATUS). Any airplane discrepancy message that affects dispatchability will be at theWARNING, CAUTION or STATUS level.

18. " Extended Overwater Operations " means operations over water at a horizontal distance of more than 50nautical miles from the nearest shoreline.

19. " Flight " for the purposes of this MMEL, means the period of time between the moment when an aircraftbegins to move under its own power, for the purpose of preparing for take-off, until the moment the aircraftcomes to a complete stop on its parking area, after the first landing.

20. " Flight Crew Member " means a crew member assigned to act as a pilot or flight engineer of an aircraftduring flight time.

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AIRCRAFT REVISION No: 1 Page

CL 600\601\601-3A\601-3R\604\605\650 DATE: Feb 19/2016 DEF-3

DEFINITIONS(Cont’d)

21. " Flight Day " a 24-hour period from midnight to midnight based on either UTC or local time, as selected bythe operator, during which at least one flight is initiated for the affected aircraft.

22. " Icing Conditions " means an atmospheric environment that may cause ice to form on the aircraft or in theengine(s) as defined in the AFM/RFM.

23. " If installed " means that the equipment is either optional or is not required to be installed on all aircraftcovered by the MMEL.

24. " Indication " is where a number if parameters are reported on a line replaceable unit. To allow relief forindividual parameters being inoperative rather than the entire unit, the word indication is used as opposed toindicator.

25. " Indicator " is a line replaceable unit. The parameters displayed can be analogue or digital. To allow relieffor the line replaceable unit rather than the individual parameters we use the word indicator

26. " Inoperative " means that the item does not accomplish its intended purpose or is not consistentlyfunctioning within its approved operating limits or tolerances.

27. " Intended flight route " corresponds to any point on the route including diversions to reach alternateaerodromes required to be selected by the operational rules.

28. " Is not used " in the provisions, remarks or exceptions for an MMEL item may specify that another itemrelieved in the MMEL ‘is not used’. In such cases, crew members should not activate, actuate, or otherwiseutilize that item under normal operations. It is not necessary for the operators to accomplish the (M)procedures associated with the item. However, operations-related provisions, (O) procedures must becomplied with. An additional placard must be affixed, to the extent practical, adjacent to the control or indicatorfor the item that is not used to inform crew members that an item is not to be used under normal operations.

29. " Item " means component, instrument, equipment, system or function.

30. "(M)" indicates a requirement for a specific maintenance procedure which must be accomplished prior tooperation with the listed item inoperative. Normally these procedures are accomplished by maintenancepersonnel, however, other personnel may be qualified and authorized to perform certain functions. Thesatisfactory accomplishment of all maintenance procedures, regardless of who performs them, is theresponsibility of the operator. Appropriate procedures are required to be published as part of the Operator’sManual or MEL.

31. " Master Minimum Equipment List (MMEL) " means a document approved by the Agency that establishesthe aircraft equipment allowed to be inoperative under conditions specified therein for a specific type ofaircraft."

32. Maximum distance from an adequate aerodrome for two-engine aeroplanes " as defined in SPA.ETOPSand CAT.OP.AH.140.

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AIRCRAFT REVISION No: 1 Page

CL 600\601\601-3A\601-3R\604\605\650 DATE: Feb 19/2016 DEF-4

DEFINITIONS(Cont’d)

33. " Minimum Equipment List " means a document established as specified under 8.a.3. of Annex IV toRegulation (EC) No 216/2008 and approved by the competent authority, in accordance with ORO.MLR.105,that authorises an operator to dispatch an aircraft with aircraft equipment inoperative as per CAT.IDE.A/H.105or NCC.IDE.A/H.105 under the conditions specified therein.

34. " NOTE " provide additional information for flight crew or maintenance consideration. Notes are used toidentify applicable material which is intended to assist with compliance, but do not relieve the operator of theresponsibility for compliance with all applicable requirements. Notes are not a part of the dispatch conditions.

35. " Number Installed " is the number (quantity) of items normally installed in the aircraft. This numberrepresents the aircraft configuration considered in developing this MMEL. Should the number be a variable(e.g. passenger cabin items), or not applicable, a number is not required; a ‘-’ is then inserted.

Note: Where the MMEL shows a variable number installed, the MEL should reflect the actual number installed,as far as practical.

36. " Number required for dispatch " is the minimum number (quantity) of items required for operation providedthe conditions specified are met. Should the number be a variable (e.g. passenger cabin items) or notapplicable, a number is not required; a ‘-’ is then inserted.

Note: Where the MMEL shows a variable number required for dispatch, the MEL should reflect the actualnumber required for dispatch, as far as practical, or an alternate means of configuration controlapproved by the competent authority.

37. " (O) " indicates a requirement for a specific operational procedure which must be accomplished in planningfor and/or operating with the listed item inoperative. Unless otherwise specified in the Remarks or Exceptionsor the procedure itself, the operations procedure must be performed on each flight made with the inoperativesystem or equipment. Normally these procedures are accomplished by the flight crew; however, otherpersonnel may be qualified and authorized to perform certain functions. The satisfactory accomplishment of allprocedures, regardless of who performs them, is the responsibility of the operator. Appropriate procedures arerequired 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.

38. " Operating minima " means the set of requirements associated to operations requiring a specific approval(refer to Part-SPA).

39. " Placarding " Each inoperative item must be placarded, as applicable, to inform and remind the crewmembers and maintenance personnel of the item’s condition.

Note: To the extent practical, placards should be located adjacent to the control or indicator for the itemaffected; however, unless otherwise specified, placard wording and location will be determined bythe operator.

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CL 600\601\601-3A\601-3R\604\605\650 DATE: Feb 19/2016 DEF-5

DEFINITIONS(Cont’d)

40. “Rectification Intervals” Inoperative items or components, deferred in accordance with the MEL, must berectified at or prior to the rectification intervals established by the following letter designators:

Category ANo standard interval is specified. However, items in this category shall be rectified in accordance with theconditions stated in the MMEL.

(i) Where a time period is specified in calendar days or flight days, the interval excludes the day ofdiscovery.

(ii) Where a time period is specified other than in calendar days or flight days, it shall start at the pointwhen the defect is deferred in accordance with the operator’s approved MEL.

Category BItems in this category shall be rectified within three (3) calendar days, excluding the day of discovery.

Category CItems in this category shall be rectified within ten (10) calendar days, excluding the day of discovery.

Category DItems in this category shall be rectified within one hundred and twenty (120) calendar days, excluding the dayof discovery.

41. “ Reduced Vertical Separation Minimum (RVSM) airspace ” means any airspace or route where aircraftare separated by 1000 feet vertically between FL 290 and FL 410. RVSM Operations means operationsconducted in RVSM airspace.

42. " Remarks or Exceptions " include statements either prohibiting or allowing operation with a specific numberof items inoperative, provisos (conditions and limitations), notes, (M) and/or (O) symbols, as appropriate forsuch operation.

43. " Required Cabin Crew Seat " is a seat in the aircraft cabin which meets the following conditions:

a) Where the certification of the cabin requires this seat to be occupied by a qualified cabin crewmember as specified in the Operations Manual;

b) This seat is a part of the station to which a qualified cabin crew member is assigned for the flight; and

c) The qualified cabin crew member assigned to the station is a member of the minimum cabin crewdesignated for the flight

44. " System " means the group of directly related components which together perform a specified function; forexample, the N2 Tachometer System would include the N2 indicator, tachometer generator and associatedcircuitry.

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DEFINITIONS(Cont’d)

45. " System & Sequence Numbers " are based on Air Transport Association (ATA) Specification No. 100 anditems are numbered sequentially.

46. " Triple Asterisks (***) " means that the item is either optional or is not required to be installed on all aircraftcovered by the MMEL. This item may be included on the operator's MEL after the approving office hasdetermined that the item has been installed on one or more of the operator's aircraft. The symbol, however,shall not be carried forward into the operator's MEL. It should be noted that neither this policy nor the use ofthis symbol provides authority to install or remove an item from an aircraft. The "***" symbol may beconsidered equivalent to the term "if installed"

47. " Verified operative " means that a visual inspection or test is required to confirm unit or system operation orcondition, as applicable.

48. " Vertical Change Bar " A vertical bar in the margin indicates a change, addition or deletion in the adjacenttext for the current revision of that page only. The change bar is dropped at the next revision of that page.

49. " Visible Moisture " means an atmospheric environment containing water in any form that can be seen innatural or artificial light; for example, clouds, fog, mist, rain, sleet, hail, or snow.

50. " Visual Meteorological Conditions (VMC) " means the atmospheric environment is such that would allow aflight to proceed under the visual flight rules applicable to the flight. This does not preclude operating underInstrument Flight Rules.

51. " Visual Flight Rules (VFR) " is as defined by the Agency. This precludes a pilot from filing an InstrumentFlight Rules (IFR) flight plan.

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ABBREVIATIONS and ACRONYMS

The following abbreviations and acronyms may be used on flight compartment displays, radiotuning units and the flight management system or may be found in this manual. Someabbreviations may appear in upper or lower case letters. Abbreviations which have limitedusage are explained in the chapters where they are used.

A

A/C Air ConditioningA/G Air/GroundA/ICE Anti-iceA/P AutopilotA/S AirspeedA/SKID Anti-skidABS AbsoluteAC Alternating CurrentACARS ARINC Communications

Addressing andreporting System

ACCEL Acceleration,accelerate(d),accelerometers

ACM Air Cycle MachineACMP Alternating Current

Motor Pump/ ElectricHydraulic Pump

ACT ActiveACU Air Conditioning UnitADC Air Data ComputerADDR AddressADF Automatic Direction

FinderADG Air Driven GeneratorADI Attitude Director

IndicatorADS Air Data SystemAFCS Automatic Flight

Control SystemAFIS Airborne Flight

Information SystemAFM Airplane Flight

ManualAFT Afterward

AGL Above Ground LevelAHC Attitude Heading

ComputerAHRS Attitude Heading

Reference SystemAIL AileronALIGN Aligning, alignmentALPHA alphaALT Altitude, AltimeterALT Altitude Hold

(PFD/FD)ALT CAP Altitude Capture

(PFD/FD)ALT HOLD Altitude HoldALTN AlternateALTS Selected Altitude

Arm/Abort (PFD/FD)AM Amplitude ModulationAMB AmbientAMP AmperesANNUN AnnunciatorANT AntennaAOA Angle of AttackAP AutopilotAPC Auxiliary Power

ControlAPP ApproachAPPROX ApproximatelyAPR Automatic Performance

ReserveAPU Auxiliary Power Unit

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ARINC Aeronautical RadioIncorporated

ARP Air Data ReferencePanel

ASYM AsymmetricalATA Air Transport

AssociationATC Air Traffic ControlATT AttitudeATTD Attitude

ATTND AttendantAUTO AutomaticAUTO BAL Automatic BalanceAUTO XFER Automatic TransferAUX AuxiliaryAV AvionicsAVAIL AvailableAZ Azimuth

B

B/AIR Bleed AirB/C Back CourseB/CRS Back CourseB/LEAK Bleed LeakBAG DR Baggage DoorBARO BarometricBAT BatteryBATT BatteryBDI Bearing Distance

IndicatorBFO Beat Frequency

OscillatorBITE Built-In-Test

Equipment

BK BrakeBLD BleedBOOM Headset microphoneBRG BearingBRKR(s) Breaker(s)BRT BrightBTL BottleBTMS Brake Temperature

Monitoring SystemBTMU Brake Temperature

Monitoring UnitBYPS Bypass

C

C Center, Caution,Cabin

CAL CalibrateCAP CaptureCAPT CaptainCAS Calibrated Air SpeedCAT CategoryCAT II Category IICB, C/B Circuit BreakerCBP Circuit Breaker PanelCCW Counter Clockwise

CDL ConfigurationDeviation List

CDP Compressor DischargePressure

CDU Control Display UnitCFM Cubic Feet Per MinuteCG Center of GravityCH Chapter, ChannelCHAN ChannelCHGR Charger

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CHR ChronographCHRT ChartCK CheckCKPT CockpitCKT CircuitCLB ClimbCLK Clockcm CentimetersCMD CommandCMPS CompassCMPTR ComputerCO2 Carbon DioxideCOM CommunicationCOMM CommunicationCOMP Compressor,

ComparatorCOMPT CompartmentCOND Condition, Continued

CONFIG ConfigurationCONN ConnectionCONT Control, Continuous,

Contactor, ControllerCOOL CoolingCORR CorrectionCPAM Cabin Pressure

Acquisition ModuleCPLT CopilotCRS CourseCRT Cathode Ray TubeCRZ CruiseCSD Constant Speed DriveCTR CenterCVR Cockpit Voice

RecorderCW ClockwiseCYL Cylinder

D

DA Drift AngleDBU Data Base UnitDC Direct CurrentDCP Display Control PanelDCU Data Concentrator

UnitDECEL Decelerate(d)DECR DecreaseDEFL DefuelDEG DegreeDEPR DepressurizeDEPT DepartureDEST DestinationDET DetectorDEV DeviationDFDAU Digital Flight Data

Acquisition Unit

DFDR Digital Flight DataRecorder

DG Directional GyroDH Decision HeightDIFF DifferentialDIM DimmingDIR DirectDIS Distance (to way

point), DisconnectDISC DisconnectDISCH DischargeDISP Dispatch, DisplayDIST DistanceDME Distance Measuring

EquipmentDN DownDR DoorDUCT MON Duct Monitor

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E

EADI Electronic AttitudeDirection Indicator

EAS Equivalent AirspeedECP EICAS Control PanelECS Environmental Control

SystemECU Electronic Control

UnitED EICAS DisplayEDP Engine Driven Pump/

Engine PrimaryHydraulic Pump

EFB Electronic Flight BagEFIS Electronic Flight

Instrument SystemEGT Exhaust Gas

TemperatureEICAS Engine Indication and

Crew Alerting SystemEHSI Electronic Horizontal

Situation IndicatorEL ElevationELEC Electrical

ELEV Elevator, ElevationELT Emergency Locator

TransmitterEMER(G) EmergencyEMI Electro-Magnetic

InterferenceENG EngineEPC External Power

ContactorEQUIP EquipmentERP Eye Reference

Position DatumESS EssentialET Elapsed TimeETA Estimated Time of

ArrivalETE Estimated Time

EnrouteEVAC EvacuationEVS Enhanced Vision

SystemEXH ExhaustEXTIN Extinguish(ed)

F

F/CTL Flight ControlsFAIL FailureFCC Flight Control

ComputerFCU Fuel Control UnitFD, F/D Flight DirectorFDAU Flight Data

Acquisition UnitFDR Flight Data Recorder

(Digital)FECU Flaps Electronic

Control UnitFEED FeederFF, F/F Fuel FlowFIRE BTL Fire Bottle

FIREX Fire ExtinguisherFL CH Flight Level ChangeFLD FieldFLT FlightFLT DIR Flight DirectorFLUOR FluorescentFM Fan MarkerFMS Flight Management

SystemFPM Feet Per MinuteFREQ Frequencyft Feet, FootFW Fire WallFWD Forward

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G

G (+/-) Receiver GainG/S Glide slopeGA Go-aroundGAL GallonGALY GalleyGCS Ground Clutter

SuppressionGCU Generator Control

UnitGE General ElectricGEN Generator

GLD Ground Lift DumpingGMT Greenwich Mean TimeGND GroundGPM Gallons Per MinuteGPWS Ground Proximity

Warning SystemGR GearGRAV GravityGS Ground SpeedGUIDE GuidanceGW Gross Weight

H

HDG HeadingHDG HOLD Heading HoldHDG SEL Heading SelectHEAT HeaterHF High Frequency

(3 - 30 mHz)Hg MercuryHGS Head-up Guidance

SystemHI HighHIRF High Intensity

Radiated FieldsHLDR HolderHOR, HORIZ Horizontal

HOT High Oil TemperatureHP High PressureHPA Hecto PascalsHSI Horizontal Situation

IndicatorHSTA Horizontal Stabilizer

TrimHSTCU Horizontal Stabilizer

Trim Control UnitHTR HeaterHUD Heads-up DisplayHYD HydraulicHz Hertz

I

IB,I/B,INBD InboardI/C Intercom, Inspection

CheckIAPS Integrated Avionics

Processor SystemIAS Indicated Air Speed ICAO

International CivilAviation Organization

ICS Idle Corrected Speed

ID IdentificationIDENT IdentificationIDG Integrated Drive

GeneratorIFIS Integrated Flight

Information SystemIFR Instrument Flight

Rules

IGN IgnitionILS Instrument Landing

System

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IM ILS Inner MarkerIMC Instrument

MeteorologicalConditions

IMP. Imperialin. Inch, Inchesin. Hg Inches of MercuryINCR IncreaseIND Indication, IndicatorINFLT In FlightINHIB InhibitINOP InoperativeINPH InterphoneINSP InspectionINST(S) Instrument(s)INST, INSTR Instrument

INT Internal, Integral,Intersection

INTEG IntegralIRS Inertial Reference

SystemIRU Inertial Reference

UnitISA International

Standard AtmosphereISDU Inertial System

Display UnitISO International

Standard OrganizationISOL Isolation, IsolatedITT Inter Turbine

Temperature

K

K, KT, KTS Knotskg Kilogram(s)kHz KiloHertz

KIAS Knots IndicatedAirspeed

kW(s) KiloWatt(s)

L

L Left, LandingL/R Left/RightL/T Landing/TaxiLAV Lavatorylb Pound(s)LCN Load Classification

Number

LCV Load Control ValveLDG LandingLDG GR Landing GearLDU Lamp Driver UnitLE Leading EdgeLED Light Emitting Diode,

Leading Edge DeviceLDS Lightning Detection

SystemLG Landing GearLGC Landing Gear

ControllerLGW Landing Gross WeightLH Left HandLIM LimitLK LeakLN Left NoseLNAV Lateral NavigationLOC ILS LocalizerLOGO Logo Graphic

LOM, MM Compass Locator atOuter Marker

LOP Low Oil Pressure

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LP Low PressureLPM Liter Per MinuteLR Left RearLRC Long Range CruiseLRU Line Replaceable Unit

LSB Lower Side BandLT(s) Light(s)LW Left WingLWD Left Wing DownLWR Lower

M

M Mach Numberm MeterMAA Maximum Authorized

IFR AltitudeMAC Mean Aerodynamic

ChordMAG MagneticMAINT MaintenanceMALF MalfunctionMAN ManualMAP Ground Map (WXR)MASI Mach Air Speed

IndicatorMAX MaximumMAZ MLS AzimuthMB MillibarsMCA Minimum Crossing

AltitudeMCT Maximum Continuous

ThrustMDA Minimum Descent

AltitudeMEA Minimum Enroute IFR

AltitudeMECH MechanicMED Medium

MEL Minimum EquipmentList

MFD Multifunction DisplayMGP MLS GlideslopeMHz MegaHertzMI MilesMIC MicrophoneMID AFT Middle AfterwardMID FWD Middle ForwardMILS .001 of an inchMIN MinimumMISC MiscellaneousMKR MarkerMLG Main Landing GearMLI Magnetic Level

IndicatorMLU Midlife Update

MLW Maximum LandingWeight

MM ILS Middle MarkerMMEL Master Minimum

Equipment ListMMO Maximum Operating

Speed in Mach Number

MOCA Minimum ObstructionClearance Altitude

MOD ModuleMON MonitorMPH Miles Per HourMRA Minimum Reception

AltitudeMSG MessageMSL Mean Sea Level

MTBF Mean Time BeforeFailure

MTG Miles to GoMTOW Maximum Takeoff

WeightMTW Maximum Taxi WeightMZFW Maximum Zero Fuel

Weight

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Misc

% Percent& and

°C Degrees Centigrade°F Degrees Fahrenheit

N

N/A Not applicableN1 Low Pressure RotorN2 High Pressure RotorNAV NavigationND Nose Down, Navigation

DisplayNDB (ADF) Nondirectional Beacon

(Automatic DirectionFinder)

NEG NegativeNEUT Neutral

NL Nose LeftNLG Nose Landing GearNM Nautical Mile(s)No. NumberNOPT No Procedure Turn

RequiredNORM NormalNOSE NosewheelNR Nose RightNU Nose Up

O

OAT Outside AirTemperature

OB/OUTBD OutboardOBS ObserverOEI One Engine

InoperativeOEW Operating Empty

WeightOH, OVHD Overhead

OK OkayOM ILS Outer MarkerOVBD OverboardOVHT, OH OverheatOVLD OverloadOVSP OverspeedOVSPD OverspeedOVTEMP Over TemperatureOXY, O2 Oxygen

P

P#6 Panel 6P/S Pitot/StaticPA Passenger AddressPASS PassengerPBE Portable Breathing

Equipment (SmokeHood)

PCU Power Control UnitPDU Power Drive Unit

PF Pilot FlyingPFD Primary Flight

DisplayPLA Power Lever AnglePLT(s) Pilot(s)PNF Pilot Not FlyingPNLS(s) Panel(s)

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PO Outside Air PressurePOS PositionPPH Pounds Per HourPRESS Pressure,

PressurizationPRI PrimaryPRIM PrimaryPROC ProcedurePROT ProtectionPROX ProximityPSEU Proximity Sensor

Electronics Unit

PSI Pounds Per SquareInch

PSIG Pounds Per SquareInch Gauge

PSS Proximity SensorSystem

PSU Passenger ServiceUnit

PT2 Engine Inlet PressurePTCT ProtectPTT Push To TalkPWR Power

Q

QAR Quick Access RecorderQEC Quick Engine ChangeQFE Local Station

Pressure

QNH Altimeter SettingQTY Quantity

R

R RightRA Radio Altitude

Resolution AdvisoryRAI Registro Aeronautico

Italiano (Italy)RAT Ram Air TurineRCCB Remote Controlled

Circuit BreakerRCDR RecorderRCVR ReceiverRDR RadarREC Receiver, RecorderRECOG RecognitionREF(s) Reference(s)REFL RefuelREV ReverseRH Right HandRIPS Recorder Independent

Power Supply

RMI Radio MagneticIndicator

RMU Radio Management Unit

ROT RotationRPM Revolutions Per

MinuteRT, R/T Receiver-TransmitterRTE RouteRTE DATA Route DataRTO Rejected TakeoffRTU Radio Tuning UnitRUD RudderRVR Runway Visual RangeRVSM Reduced Vertical

Separation MinimumRVSR ReverserRW Right WingRWD Right Wing DownRWY Runway

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S

S StatusSAT Static Air

TemperatureSCAT Speed Command Attitude

ThrustSCAV ScavengeSDS Status Display SystemSEC Second, SecondarySECS Spoiler Electronic

Control SystemSECU Spoiler Electronic

Control UnitSEL Select, SelectorSEL CAL Selective CallSENS Sensitivity, SensorSERV, SVCE ServiceSMKG Smoking

SOV Shutoff ValveSP, SPD SpeedSPKR SpeakerSPLR(s) Spoiler(s)SQL SquelchSSB Single Side BandSTA StationSTAB StabilizerSTAT StatusSTBY StandbySTEER SteeringSUPPL SupplySW(s) SwitchesSYN SynchronizeSYNC SynchronousSYS, SYST System

T

T/C Top of ClimbT/D Top of DescentT/R Thrust ReverserTA Traffic AlertTACAN UHF Tactical Air

Navigation AidTAS True AirspeedTAT Total Air TemperatureTAWS Terrain Awareness and

Warning SystemTCAS Traffic Alert and

Collision AvoidanceSystem

TE Trailing Edge

TEMP TemperatureTGT TargetTO, T/O TakeoffTOC Top of ClimbTOD Top of DescentTOL ToleranceTRB, TURB TurbulenceTRK TrackTRM TrimTRU Transformer

RectifierUnit

TT2 Engine InletTemperature

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U

UHF Ultra High FrequencyUNSCHD UnscheduledUSB Upper Side Band

USG United States GallonsUTIL Utility

V

V VoltVA Design Maneuvering

SpeedVB Design Speed for

Maximum GustIntensity

VC Design Cruising SpeedVD Design Diving SpeedVDF/MDF Demonstrated flight

diving speed.VF Design Flap SpeedVDF/MFC Maximum Speed for

StabilityCharacteristics

VFE Maximum Flap ExtendedSpeed

VH Maximum Speed inLevel Flight withMaximum ContinuousPower

VLE Maximum Landing GearExtended Speed

VLO Maximum Landing GearOperating Speed

VLOF Lift-off SpeedVMC Minimum Control Speed

with the CriticalEngine Inoperative

VMO/MMO Maximum OperatingLimit Speed

VMU Minimum Unstick SpeedVNE Never-exceed SpeedVNO Maximum Structural

Cruising SpeedVR Rotation Speed

VS Stalling Speed or theMinimum Steady FlightSpeed at which theAirplane isControllable

VS0 Stalling Speed or theMinimum Steady FlightSpeed in the LandingConfiguration

VS1 Stalling Speed or theMinimum Steady FlightSpeed Obtained in aSpecificConfiguration

VX Speed for Best Angleof Climb

VY Speed for Best Rateof Climb

V1 Takeoff DecisionSpeed (formerlyDenoted as CriticalEngine Failure Speed)

V2 Takeoff Safety SpeedV2 MIN Minimum Takeoff

Safety Speed

V/S Vertical SpeedVERT VerticalVFR Visual Flight RulesVG Vertical GyroVHF Very High Frequency

(30 - 300 mHz)VIB VibrationVMC Visual Meteorological

Conditions

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VNAV Vertical NavigationVOL VolumeVOLT VoltageVOR VHF Omnidirectional

Range Station

VORTAC VOR and TACANCo-located

VSI Vertical SpeedIndicator

W

W WarningW/C Wind ComponentW/S Wind ShearW/W Wheel WellWARN WarningWF Runway Length Limited

WeightWGT WeightWHLS Wheels

WIND WindowWOW Weight-On-WheelsWPT(s) Waypoint(s)WRN WarningWS Second Segment

Limited WeightWSHLD WindshieldWX WeatherWXR Weather Radar

X

X Cross TransferXFER, XFR TransferXFLOW Cross FlowXMIT Transmit

XPNDR TransponderXTK Cross TrackXWC Cross Wind Component

Y

YD, Y/D Yaw Damper

Z

ZFW Zero Fuel Weight

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PREAMBLE

IntroductionThe following is applicable for operators under European air operations regulations (Regulation AirOperations). Paragraph 1.c.2 of Annex I to Article 5 (essential requirements for airworthiness) of Regulation(EC) No 216/2008 (the ‘Basic Regulation’) requires that all equipment installed on an aircraft required for typecertification or by operating rules shall be operative. However, paragraph 2.a.3 of Annex IV to Article 8(essential requirements for air operations) of the Basic Regulation also allows the use of a MinimumEquipment List (MEL) where compliance with certain equipment requirements is not necessary in the interestsof safety under all operating conditions. Experience has shown that with the various levels of redundancydesigned into aircraft, operation of every system or installed items may not be necessary when the remainingoperative equipment can provide an acceptable level of safety.

Purpose and limitationsThis Master Minimum Equipment List (MMEL) is developed by the applicant and holders of (Supplemental)Type Certificate and approved by the European Aviation Safety Agency to improve aircraft use and therebyproviding more convenient and economic air transportation for the public. This MMEL includes those itemsrelated to airworthiness, air operations, airspace requirements and other items the Agency finds may beinoperative and yet maintain an acceptable level of safety by appropriate conditions and limitations; it does notcontain obviously required items such as wings, flaps, and rudders. In order to maintain an acceptable level ofsafety, the MMEL establishes limitations on the duration of and conditions for operation with inoperative items.

Unless specifically allowed by this MMEL, an inoperative item may not be removed from the aircraft.

UtilisationThe MMEL is the basis for the development of individual operator’s MEL which take into consideration theoperator’s particular aircraft equipment configuration and operational conditions. An operator’s MEL may differin format from the MMEL, but shall not be less restrictive than the MMEL. The individual operator’s MEL,when approved, allows operation of the aircraft with inoperative items of equipment for a certain period of timeuntil rectification can be accomplished.

The MEL must not deviate from Airworthiness Directives, or any other additional mandatory requirements. It isimportant to remember that all items related to the airworthiness and the operational regulations of the aircraftnot listed on the MMEL must be operative.

In association with this MMEL, the Type Certificate Holder has prescribed suitable conditions and limitations inthe form of recommended placarding, (M) maintenance procedures, (O) crew operating procedures and otherrestrictions, that shall be specified in the operator’s MEL procedures document (i.e.: Dispatch DeviationGuide (DDG)), to ensure that an acceptable level of safety is maintained. As these are recommended by theOEM, it is important that during any operator MEL optimization, the intent of these be maintained.

When an item is discovered to be inoperative, it is reported by making an entry in the continuing airworthinessrecord system or the operator’s technical log, as applicable. Following sufficient fault identification, the item isthen either rectified or deferred following the MEL or other approved means of compliance acceptable to thecompetent authority and the Agency prior to further operation. Rectification shall be accomplished at theearliest opportunity. MEL conditions and limitations do not relieve the operator from determining that theaircraft is in a condition for safe operation with items inoperative.

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PREAMBLE(Cont'd)

The (M) procedures identified herein, are required to be performed once prior to dispatching with MEL relief. Ifthere is a further requirement to perform the procedure more frequently, such as “prior to each flight” forexample, then this is clearly stated in the provisos. The same principal applies to the (O) procedures. Prior tooperation with any item inoperative, acceptance by the crew is required in accordance with the continuingairworthiness management procedures.

Operators shall establish a controlled and sound rectification programme including the parts, personnel,facilities, procedures and schedules to ensure timely rectification. This program should identify the actions forMaintenance discrepancy messages.

Operators should include guidance in the MEL to deal with any failures which occur between thecommencement of the flight and the start of the take-off.

When developing the MEL, compliance with the stated intent of the preamble, definitions and theconditions and limitations specified in this MMEL is required.

Multiple inoperative itemsOperators are responsible for exercising the necessary operational control to ensure that an acceptable levelof safety is maintained. The exposure to additional failures during continued operation with inoperative itemsshall also be considered. Wherever possible, account has been taken in this MMEL of multiple inoperativeitems. However, it is unlikely that all possible combinations of this nature have been accounted for. Therefore,when operating with multiple inoperative items, the inter-relationships between those items and the effect onaircraft operation and crew workload shall be considered.

Rectification interval extensionThe operator may be permitted, by its competent authority, to extend the rectification intervals of the MEL.

This MMEL has been evaluated taking into account a one-time extension of the rectification intervals ofcategory B, C, and D.

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1. 2. Number InstalledSystem & Sequence No Item

3. Number Required For Dispatch

21 – AIR CONDITIONING 4. Remarks or Exceptions

20-1 Heat Exchanger Fan(Footwarmer-Demist)(600, 601, 601-3A)

C 1 0

24-1 Cockpit DisplaysCooling ExhaustFan(604, 605, 650)

C 1 0 (M) May be inoperative provided both ACUs areoperative.

NOTE : During ground operations at ambienttemperatures above 40ºC (104° F),operation of electrical/avionics equipmentmust be limited to 30 minutes unless atleast one ACU is operating and cabindoors are closed.

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30-1 EmergencyPressurizationSystem(600, 601, 601-3A)

C 1 0 (O) May be inoperative provided aircraft is operatedunpressurized.

30-2 Cabin AltitudeWarning System(600, 601, 601-3A,601-3R)

1) Visual(CABIN PRESSLOW light)

C 1 0 (O) May be inoperative provided Cabin Altitude AuralWarning System is operative.

C 1 0 (O) May be inoperative provided airplane is operatedunpressurized.

2) Aural (Horn)***

D 1 0 (O) May be inoperative provided Cabin Altitude VisualWarning System is operative.

C 1 0 May be inoperative provide aircraft is operated at orbelow 10,000 feet MSL.

C 1 0 May be inoperative provided aircraft is operatedunpressurized.

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21 – AIR CONDITIONING 4. Remarks or Exceptions

30-3 Cabin AltitudeIndicator (600, 601,601-3A, 601-3R)

C 1 0 (O) May be inoperative provided:a) Cabin Differential Pressure Indicator is

operative, andb) A chart is provided to convert cabin differential

pressure to cabin altitude.

D 1 0 (O) May be inoperative provided aircraft is operatedunpressurized.

30-4 Cabin DifferentialPressure Indicator(600, 601,601-3A,601-3R)

C 1 0 (O) May be inoperative provided:a) Cabin Altitude Indicator is operative, andb) A chart is provided to convert cabin altitude to

cabin differential pressure.

D 1 0 (O) May be inoperative provided aircraft is operatedunpressurized.

30-5 Cabin Rate of ClimbIndicator(600, 601, 601-3A, 601-3R)

C 1 0 May be inoperative provided:a) Cabin Altitude Indicator is operative,b) Cabin Differential Pressure Indicator is

operative, andc) Cabin Pressurization Control System

Automatic Mode is operative.

C 1 0 (O) May be inoperative provided aircraft is operatedunpressurized.

30-6 CabinPressurization PanelEMER DEPRESS“ON” Switch Light(light function only)(604, 605, 650)

C 1 0 (O) May be inoperative provided the EMER DEPRESScaution message is verified operative.

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3. Number Required For Dispatch

21 – AIR CONDITIONING 4. Remarks or Exceptions

31-1 CabinPressurizationControl System

1) Automatic andManual Modes

C 2 0 (O) Both may be inoperative provided:a) Aircraft is operated unpressurized, andb) Aircraft is not operated in extended overwater

operations.

NOTE 1: (604, 605, 650)During ground operations at ambienttemperatures above 40ºC (104ºF),operation of electrical/avionics equipmentmust be limited to thirty minutes unless atleast one ACU/Pack is operating andcabin doors are closed as per AFM.

NOTE 2: (600, 601, 601-3A, 601-3R)During ground operations at ambienttemperatures above 45ºC (113ºF),operation of electrical/avionics equipmentmust be limited to thirty minutes unless atleast one ACU/Pack is operating andcabin doors are closed as per AFM.

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2) Automatic Mode(600, 601, 601-3A, 601-3R)

C 1 0 (O) May be inoperative provided:a) Cabin Pressurization Control System Manual

Mode is operative,b) Autopilot is operative, andc) Aircraft is not operated more than 60 minutes

from a suitable airport.

C 1 0 (O) May be inoperative provided:a) Total fuel carried includes at least 50% more

than the fuel load required for the planned flight,and

b) Aircraft speed is limited to 300 KIAS when at orbelow 12,500 feet.

(Cont’d)

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21 – AIR CONDITIONING 4. Remarks or Exceptions

31-1 CabinPressurizationControl System(Cont'd)

3) Automatic Mode(604, 605, 650)

C 1 0 May be inoperative provided:a) Cabin Pressurization Control System Manual

Mode is operative,b) Autopilot is operative, andc) Aircraft is not operated more than 60 minutes

from a suitable airport.

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4) Manual Mode C 1 0 May be inoperative provided:a) Cabin Pressurization Control System Automatic

Mode is operative,b) Aircraft is not operated more than 60 minutes

from a suitable airport, andc) Aircraft is not operated in extended overwater

operations.

32-1 OutflowValve/Safety Valves

C 2 0 (M)(O) One or both may be inoperative provided:a) Affected Valve(s) are secured OPEN,b) Airplane is operated unpressurized at or below

10,000 feet MSL,c) Extended overwater operations are prohibited,

and,d) Takeoffs and landings must not be conducted

on runways that may lead to imminent ditching.

33-1 Cabin PressureAcquisition Module(CPAM)

1) (604) C 1 0 (O) May be inoperative provided:a) Aircraft is operated unpressurized, andb) Aircraft is not operated in extended overwater

operations.

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21 – AIR CONDITIONING 4. Remarks or Exceptions

33-1 Cabin PressureAcquisition Module(CPAM)(Cont’d)

2) (605, 650) C 2 1 May be inoperative provided:a) Automatic Mode of the Pressurization Control

System is operative, andb) Aircraft is not operated more than 60 minutes

from a suitable airport.

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C 2 0 (O) May be inoperative provided:a) Aircraft is operated unpressurized, andb) Aircraft is not operated in extended overwater

operations.

33-2 Standby CabinAltimeter (604)

C 1 0 (O) May be inoperative provided flight planning allowsfor descent to unpressurized flight altitudes in the eventof a CPAM failure.

51-1 Air ConditioningUnits (ACUs)(600, 601, 601-3A, 601-3R)

C 2 1 One may be inoperative provided:a) Ram Air Vent Valve is operative,b) Associated cowl anti-ice is selected ON when

aircraft is operated above FL 400, andc) Aircraft is not operated more than 60 minutes

from a suitable airport.

C 2 1 One may be inoperative provided:a) Total fuel carried includes at least 50% more

than the fuel load required for the plannedflight; and

b) Aircraft speed is limited to 300 KIAS when ator below 12, 500 ft.

(Cont’d)

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21 – AIR CONDITIONING 4. Remarks or Exceptions

51-1 Air ConditioningUnits (ACUs)(600, 601, 601-3A, 601-3R)(Cont’d)

C 2 0 (O) Both may be inoperative provided:a) Ram Air Vent Valve is operative, andb) Aircraft is operated unpressurized.

NOTE : During ground operations at ambienttemperatures above 45oC (113oF) operation ofelectrical / avionics equipment must be limitedto 30 minutes unless at least one ACU isoperating and cabin doors are closed as perAFM.

51-2 Air ConditioningPacks(604, 605, 650)

C 2 1 One may be inoperative provided:a) Ram Air Vent Valve is operative,b) Associated cowl anti-ice is selected ON when

aircraft is operated above FL 400, andc) Aircraft is not operated more than 60 minutes

from a suitable airport.

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C 2 0 (O) Both may be inoperative provided:a) Ram Air Vent Valve is operative, andb) Aircraft is operated unpressurized.

NOTE : During ground operations at ambienttemperatures above 40ºC, (104ºF) operationof electrical / avionics equipment must belimited to 30 minutes unless at least onepack is operating and cabin doors are closedas per AFM.

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51-3 Air ConditioningPack “L/R FAIL”Switchlight(light function only)(604, 605, 650)

C 2 0

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51-4 CabinPressurization Panel“FAIL/MANUAL”Switchlight(light function only)(604, 605, 650)

B 1 0 (O) May be inoperative provided the manual andautomatic mode are verified operative on EICAS.

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52-1 Ram Air Vent Valve C 1 0 (M) May be inoperative CLOSED provided:a) Valve is deactivated closed, andb) Both ACUs / Packs are operative.

C 1 0 (M) May be inoperative OPEN provided:a) Valve is deactivated open,b) RH ACU/Pack is operative,c) LH ACU/Pack is selected OFF,d) Associated cowl anti-ice is selected ON when

aircraft is operated above FL 400, ande) Aircraft is not operated more than 60 minutes

from a suitable airport.

53-1 Right FootwarmerDe-Mist PressureRegulating andShut-Off Valve(600, 601, 601-3A)

C 1 0

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61-1 TemperatureControl System

1) Cockpit Modes(NORMAL,STANDBY,MANUAL)

C 3 1

C 3 0 Any or all may be inoperative provided all Cabin modesare operative.

2) Cabin Modes(NORMAL,STANDBY,MANUAL)

C 3 1

C 3 0 Any or all may be inoperative provided all CockpitModes are operative.

61-2 Cabin TemperatureIndicator(600, 601, 601-3A, 601-3R)

C 1 0

61-3 EICAS “CABINTEMP” Indication(604, 605, 650)

C 1 0

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61-4 Cockpit HeatSystem(601-3R, 604)

C 1 0 (M) May be inoperative provided the system isdeactivated.

61-5 Pilots Heated Mats(605, 650)

C 4 0 (M) Any or all may be inoperative provided heated matsare deactivated. |

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10-1 Autopilot System1) 600, 601 B 1 0 (M)(O) Except when enroute operations or approach

procedures require its use, may be inoperativeprovided:

a) Autopilot is deactivated after Mach Trim test isverified operative once each flight day, and

b) Any increase in crew workload caused by theaffected autopilot has been considered forintended operation.

a) Roll axischannel

C 2 1 (O) May be inoperative provided the opposite rollchannel and roll monitor is verified operative prior toeach flight.

b) Pitch axischannel

C 2 1 (O) May be inoperative provided the opposite pitchchannel is verified operative prior to each flight.

2) 601-3A, 601-3R(AFCS)

C 2 1 (M) Except where enroute operations or approachprocedures require dual autopilot systems, may beinoperative provided:

a) Affected system is deactivated, andb) Autopilot and Transponder use same ADC

data for RVSM Operations.

B 2 0 (M) Except when enroute operations or approachprocedures require its use both may be inoperativeprovided:

a) Both systems are deactivated, andb) Any increase in crew workload caused by the

affected autopilot has been considered forintended operation.

3) 604, 605, 650(AFCS)

C 2 1 Except where enroute operations or approachprocedures require dual autopilot systems, may beinoperative provided:

a) Alternate AFCS is selected, andb) Autopilot and Transponder use same ADC

data for RVSM Operations.

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(Cont’d)

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10-1 Autopilot System(Cont’d)

3) 604, 605, 650(AFCS)(Cont’d)

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B 2 0 (O) Except when enroute operations or approachprocedures require its use both may be inoperativeprovided:

a) Both systems are deactivated, andb) Any increase in crew workload caused by the

affected autopilot has been considered forintended operation.

a) VNAV ModeSwitch

C 1 0 May be inoperative provided enroute operations orapproach procedures are not dependent on its use.

10-2 Flight Directors1) 600, 601,

601-3A,601-3R

C 2 1 (O) May be inoperative provided:a) Approach minimums or operating procedures

are not dependent on its use,b) Flight Director and Transponder must use

same ADC data for RVSM Operations, andc) Associated TOGA switch is considered

inoperative.

B 2 0 (O) Except where enroute operations or approachprocedures require its use, both may be inoperativeprovided:

a) Associated TOGA switches is consideredinoperative, and

b) Autopilot is considered inoperative.

2) 604, 605, 650(FCC channels)

C 4 3 One may be inoperative provided associated autopilot(AFCS 1 or 2) is considered inoperative.

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C 4 2 (O) Two may be inoperative provided AFCS 1 or 2 isoperative.

(Cont’d)

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10-2 Flight Directors(Cont’d)

2) 604, 605, 650(FCC channels)(Cont’d)

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B 4 1 (O) Except for RVSM Operations, three may beinoperative provided:

a) AFCS 1 and 2 are considered inoperative,b) One Yaw Damper is verified operative, andc) Approach minimums or operating procedures

are not dependent on their use.

11-1 Autopilot DisconnectSwitches (ControlWheel Buttons)

C 2 1 One may be inoperative provided:a) Pusher of the stall protection system can be

disengaged using the control wheel disconnectbutton,

b) With autopilot engaged the pilot controlling theaircraft has an operative disconnect switch,and

c) Autopilot is not engaged below 1500 feet AGL.

C 2 0 Both may be inoperative provided:a) Pusher of the stall protection system can be

disengaged using both control wheeldisconnect buttons, and

b) Autopilot system is not used.

11-2 Touch ControlSteering (TCS)Switches(600, 601, 601-3A, 601-3R)

C 2 0

11-3 AP/FD SyncSwitches(604, 605, 650)

C 2 0

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11-4 Take-Off/Go-Around(TOGA) Switches

C 2 1 One may be inoperative provided:a) Approach procedures do not require its use,

andb) Pilot flying has the operative buttons.

C 2 0 Both may be inoperative provided:a) Both Thrust Levers are operated manually for

take-off and go-around, andb) Autopilot and Flight Director are not used at

less than 1500 feet AGL.

11-5 Flight GuidanceComputers(601-3A, 601-3R)

C 2 1 One may be inoperative provided aircraft is notoperated more than 60 minutes from a suitable airport.

NOTE: Each FGC provides Mach Trim, Yaw Damper,Autopilot and Flight Director functionsindependent of the other FGC. Failure of thesecond FGC after dispatch will result in thecomplete loss of these functions and AFMrestrictions will apply.

12-1 V-Speed Auto-SynchronizationSystem(604, 605, 650)

C 1 0 May be inoperative provided V Speed settings aremade manually by each pilot.

NOTE: “SPEED REFS INDEP” status message will bedisplayed on EICAS if selected speeds aredifferent.

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13-1 Input/OutputConcentrator (IOC)(Integrated AvionicsProcessing System)(604, 605, 650) |

1) (604(withoutAutothrottleSystem)

C 4 3 (M)(O) One IAPS IOC may be inoperative provided:a) Remaining IOCs are verified operative before

the first flight of the day,b) RTU 2 is operative, andc) Lightning Detection System (if installed)

is considered inoperative if the failed IOC is the2A quadrant.

NOTE : "IAPS DEGRADED" status message willbe displayed on EICAS.

(Cont'd)

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13-1 Input/OutputConcentrator (IOC)(Integrated AvionicsProcessing System)(604, 605, 650)(Cont’d)

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2) (604 withAutothrottleSystem)

C 4 3 (M)(O) One IAPS IOC may be inoperative provided:a) Remaining IOCs are verified operative before

the first flight of the day,b) RTU 2 is operative,c) Lightning Detection System (if installed)

is considered inoperative if the failed IOC is the2A quadrant, and

d) The Autothrottle system is consideredinoperative if the failed IOC is the 1A quadrant.

NOTE : "IAPS DEGRADED" status message will bedisplayed on EICAS.

3) (605, 650) C 4 3 (M)(O) One IAPS IOC may be inoperative provided:

a) Remaining IOCs are verified operative beforethe first flight of the day,

b) CDU 2 radio tuning function is operative,

c) The Autothrottle system is consideredinoperative if the failed IOC is the 1A quadrant,and

d) Lightning Detection System (if installed)is considered inoperative if the failed IOC is the2A quadrant.

e) The Integrated Flight Information System (IFIS)File Server Unit (FSU) is consideredinoperative if the failed IOC is the 1A quadrant.

NOTE : "IAPS DEGRADED" status message will bedisplayed on EICAS.

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(Cont'd)

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20-1 Mach Trim System C 1 0 May be inoperative provided autopilot is engaged inflight.

C 1 0 May be inoperative provided airspeed is limited to 250KIAS/0.7 Mach when the autopilot is not engaged.

NOTE: Autopilot must be engaged during RVSMOperations.

20-2 Yaw DamperChannels

C 2 1 (O) One channel may be inoperative provided therudder is verified in the central position before flight.

20-3 Yaw Rate Gyros(600, 601, 601-3A,601-3R)

C 2 1 (O) One channel may be inoperative provided therudder is verified in the central position before flight.

30-1 Autothrottle System(604***, 605, 650)

C 1 0 (M) May be inoperative provided the autothrottlesystem is deactivated. |

D 1 0 (M) May be inoperative provided:

a) The autothrottle system is deactivated, andb) Routine procedures do not require its use.

1) AutothrottleDisconnectPushbuttonSwitch(On ThrustLever)(605, 650)

C 2 1 (O) May be inoperative provided theEngage/Disengage Pushbutton Switch is verifiedoperative.

|

C 2 0 May be inoperative provided the Autothrottle System isconsidered inoperative.

2) AutothrottleMode StatusDisplay(MSD)(605, 650)

C 2 1 May be inoperative on the non-flying pilot side andAutothrottle System is not used on that side.

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C 2 0 May be inoperative provided the Autothrottle System isconsidered inoperative.

(Cont'd)

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30-1 Autothrottle System(604***, 605, 650)(Cont’d)

|

3) AutothrottleN2 Sync PBA(605, 650)

C 1 0

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4) Engage LEDAnnunciator(605, 650)

C 2 1 .

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C 2 0 May be inoperative provided the Mode Status Display(MSD) on the flying pilot side is operative.

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23 – COMMUNICATIONS 4. Remarks or Exceptions

11-1 CommunicationSystems(VHF, HF, etc)

1) VHF D - 2 Any in excess of those required by regulations may beinoperative provided:

a) VHF3 is operative (if installed), andb) It is not required for emergency purposes.

2) HF A - 1 (O) Any in excess of one may be inoperative for amaximum of 3 calendar days provided alternatecommunication procedures are established and used.

C - 1 (O) Any in excess of one may be inoperative provided:

a) SATCOM air-ground communications with AirTraffic Service Providers (ATSPs) are availablefor the intended flight route,

b) SATCOM Voice or Data transfer functions areoperative,

c) Prior to each flight, coordination with theappropriate Air Navigation Service Provider(s)is established where INMARSAT codes, orequivalent, are not available whilst usingSATCOM voice function, and

d) Alternate communication procedures areestablished and used.

D - - Any in excess of those required for the intended routemay be inoperative.

11-2 COMM Control Head #2 (COMM DigitalFrequency Selector/LEDDisplay Units)(601-3A, 601-3R)

C 1 0 May be inoperative provided the FMS CDU tuningcapability is operative.

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11-3 Inflight TelephoneSystem***

D - 0

11-4 Datalink System(605, 650)***(IncludesCPDLCandADS-Cfunctions)***

C 1 0 (O) May be inoperative provided alternate proceduresare established and used. |

|||||

D 1 0 May be inoperative provided routine procedures do notrequire its use.

1) Controller Pilot DataLink Communications(CPDLC)(WithSB 605-23-007, orSB 605-23-008, orSB 650-23-007orSB 650-23-008)

C 2 0 (O) May be inoperative where routine proceduresrequire its use provided alternate procedures areestablished and used.

|||||||||

D 2 0 May be inoperative provided operating regulations donot require its use.

||

a) CPDLC In-ComingMessage VisualAlerting(CDU and EICAS)

C 2 0 May be inoperative where routine procedures requireits use provided In-Coming Message Aural Alerting(chime) is operative.

||||

D 2 0 May be inoperative provided operating regulations androutine operations do not require the use of CPDLC.

||

2) AutomaticDependentSurveillanceContract(ADS-C)***

C 2 0 (O) May be inoperative where routine proceduresrequire its use provided alternate procedures areestablished and used.

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D 2 0 May be inoperative provided operating regulations donot require its use.

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21-1 Selective Call (SELCAL)System***

C - 0 (O) May be inoperative provided alternate proceduresare established and used.

D - 0 May be inoperative provided procedures do not requireits use.

1) Channels(604, 605, 650)

D 2 1|

C - 0 (O) May be inoperative provided alternate proceduresare established and used

D - 0 May be inoperative provided procedures do not requireits use.

21-2 SatelliteCommunications(SATCOM) Systems***

C - 0 (O) May be inoperative provided alternate proceduresare established and used.

D - 0 May be inoperative provided routine procedures do notrequire its use.

31-1 Public Address (PA)System***

D - - Any in excess of those required may be inoperativeprovided procedures do not require their use.

C - - (O) Any in excess of those required maybe inoperativeprovided alternate procedures are established andused.

B - 0 (O) May be inoperative provided:a) Alternate procedures are established and used,

andb) Flight crew compartment from and to cabin

interphone system (including audio and visualalerting system) is operative.

(Cont’d)

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23 – COMMUNICATIONS 4. Remarks or Exceptions

41-1 Crew MemberInterphone System

C - - (O) Any in excess of those required may be inoperativeprovided alternate procedures are established andused.

D - - Any in excess of those required may be inoperativeprovided procedures do not require their use.

1) Flight CrewCompartment toCabin / Cabin toFlight CrewCompartmentInterphone

B 1 0 (O) May be inoperative provided:a) PA system is verified operative, andb) Alternate procedures are established and

used.

2) Alerting System(Chime/Light)

C - - (O) May be inoperative provided:a) Flight crew compartment call audio alerting

system is operative,b) Public Address system is operative, andc) Alternate procedures are established and

used.

3) FlightCompartment toGround /Ground to FlightCompartment

C 1 0 (O) May be inoperative provided alternate proceduresare established and used.

(Cont’d)

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50-1 Headset D - - Any in excess of one headset (including boommicrophone) for each required crew member on flightcrew compartment duty may be inoperative or missing.

50-2 Cockpit Speakers C 2 0 (O) One or both may be inoperative provided:a) Aural alerts, messages and other

communication which are normally routedthrough the speakers are audible through theheadsets,

b) A headset is operative for each required crewmember on flight crew compartment duty, and

c) A spare operative headset is readily availablein the flight crew compartment for use by anyof the required crew member on flight crewcompartment duty.

50-3 Pre-recordedAnnouncement(Passenger Briefing)System***

C 1 0 (O) May be inoperative provided alternate proceduresare established and used.

50-4 Lavatory Speakers C - 0 (O) May be inoperative provided alternate proceduresare established and used.

51-1 Flight Deck HandMicrophones

C - 0 May be inoperative provided:a) Associated boom microphone operates

normally, andb) Each (Control Wheel) Press-To-Talk Switch is

operative.

D - - Any in excess of those required by regulation may beinoperative.

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23 – COMMUNICATIONS 4. Remarks or Exceptions

51-2 Press-To-Talk (PTT)Switches(Control Wheel)(600, 601, 601-3A,601-3R)

B 2 0 (M) Any in excess of one for each required flight crewmember may be inoperative provided the affectedswitch is either verified failed open (non-transmitting) oris deactivated.

51-3 RT/IC Switches(Pilot / Co-Pilot)(604, 605, 650)

B 4 2 One or two may be inoperative provided:a) Switch is verified not failed in the transmit

mode, andb) One RT/IC switch operates normally for each

crew-member.

|

51-4 Headsets D - - Any in excess of one headset (including boommicrophone) for each required crew member on flightcrew compartment duty may be inoperative or missing.

70-1 Flight CrewCompartment DoorSurveillance System***

D - 0 (O) May be inoperative provided alternate proceduresare established and used.

71-1 Cockpit VoiceRecorder (CVR)System***

A - 0 May be inoperative provided:

a) The aircraft does not exceed 8 furtherconsecutive flights with the cockpit voicerecorder inoperative,

b) A maximum of 72 hours have elapsed sincethe cockpit voice recorder was found to beinoperative, and

c) Any Flight Data Recorder required to becarried is operative.

D - - Any in excess of those required may be inoperative.

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71-2 Electronic Checklist(604, 605, 650)***

D 1 0 (O) May be inoperative provided alternate proceduresare established and used. |

81-1 Radio Tuning Units(RTUs)(604)

C 2 1 (O) RTU 2 may be inoperative provided:a) Radio Tuning from at least one FMS unit is

verified operative,b) RTU 1 cross-side tuning is verified operative,

andc) RTU #2 is de-selected using its RTU INHIBIT

switch to ensure cross-side tuning by RTU #1,and

d) Operations do not require the use of HF.

NOTE 1: If RTU 1 fails, to restore ATC, the ATCselector switch, on the Reversionary/Inhibitpanel, must be selected from STBY to 1.

NOTE 2: Also, if RTU 1 fails, all RTU modeselections (COM 1 Squelch ON/OFF, NAVMarker sens. LO/HI, NAV DME-HOLD,ATC Altitude ON-OFF, ATC ID, ADF ANT,ADF BFO (ON/OFF),TCAS and HF) will belost, however, COM/NAV frequency tuningwill be available through FMS.

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24 – ELECTRICAL POWER 4. Remarks or Exceptions

21-1 Engine IntegratedDrive Generators(IDGs)1) (601-3A, 601-

3RwithoutSB 601-0568and604 withoutSB 604-49-006)

A 2 1 (M)(O) One may be inoperative provided:a) Inoperative generator GEN 1/2 switch is

selected to OFF,b) APU is operated continuously throughout flight

and the APU generator is verified operativeprior to flight,

c) APU generator is switched off throughout flight,d) Cross-side Hydraulic AC Motor Pump ACMP

(1B or 2B) is selected ON,e) APU AC Loadmeter is operative,f) Aircraft is operated in day VMC,g) Aircraft is operated at or below 10, 000 ft,h) Aircraft is not operated more than 60 minutes

from a suitable airport,i) If the operative IDG or APU generators have

P/Ns 720845, 720845A or 720845B, they musthave achieved an operational life in excess of150 operating hours, and

j) Repairs are made after one flight.

2) (604 withoutSB 604-49-006)

B 2 1 (M) One may be inoperative provided:a) Inoperative generator GEN 1/2 switch is

selected to OFF,b) APU is operated continuously throughout flight

and the APU generator is verified operativeprior to flight,

c) APU generator is switched off throughout flight,d) Cross-side Hydraulic AC Motor Pump ACMP

(1B or 2B) (29-11-1) is considered inoperative,e) APU AC Loadmeter is operative,f) Aircraft is operated in day VMC,g) Aircraft is operated at or below 10, 000 ft,h) Aircraft is not operated more than 60 minutes

from a suitable airport, andi) If the operative IDG or APU generators have

P/Ns 720845, 720845A or 720845B, they musthave achieved an operational life in excess of150 operating hours.

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24 – ELECTRICAL POWER 4. Remarks or Exceptions

21-1 Engine IntegratedDrive Generators(IDGs)Cont’d

3) (601-3A,601-3RwithSB 601-0568)

A 2 1 (M)(O) One may be inoperative provided:a) Inoperative generator GEN 1/2 switch is

selected to OFF,b) APU and its generator is operated continuously

throughout flight,c) Cross-side Hydraulic AC Motor Pump ACMP

(1B or 2B) is selected to ON,d) Aircraft is operated at or below FL 200,e) If the operative IDG or APU generators have

P/Ns 720845, 720845A or 720845B, they musthave achieved an operational life in excess of150 operating hours, and

f) Repairs are made after one flight.

4) (604 withSB 604-49-006andSB 604-24-020)

A 2 1 (M)(O) One may be inoperative provided:a) Inoperative generator GEN 1/2 switch is

selected to OFF,b) APU and its generator is operated continuously

throughout flight,c) Cross-side Hydraulic AC Motor Pump ACMP

(1B or 2B) is selected to ON,d) Aircraft is operated at or below FL 200,e) If the operative IDG or APU generators have

P/Ns 720845, 720845A or 720845B, they musthave achieved an operational life in excess of150 operating hours, and

f) Repairs are made after one flight.

(Cont’d)

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24 – ELECTRICAL POWER 4. Remarks or Exceptions

21-1 Engine IntegratedDrive Generators(IDGs)(Cont’d)4) (604 with

SB 604-49-006andSB 604-24-020)(Cont’d)

B 2 1 (M) One may be inoperative provided:a) Inoperative generator GEN 1/2 switch is

selected to OFF,b) APU and its generator is operated continuously

throughout flight,c) Cross-side Hydraulic AC Motor Pump (ACMP)

(1B or 2B) is considered inoperative,d) Aircraft is operated at or below FL 200, ande) If the operative IDG or APU generators have

P/Ns 720845, 720845A or 720845B, they musthave achieved an operational life in excess of150 operating hours.

5) (605, 650) A 2 1 (O) One may be inoperative provided:a) Inoperative generator GEN 1/2 switch is

selected to OFF,b) APU and its generator is operated continuously

throughout flight,c) Cross-side Hydraulic AC Motor Pump ACMP

(1B or 2B) is selected to ON,d) Aircraft is operated at or below FL 200, ande) Repairs are made after one flight.

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B 2 1 One may be inoperative provided:a) Inoperative generator GEN 1/2 switch is

selected to OFF,b) APU and its generator is operated continuously

throughout flight,c) Cross-side Hydraulic AC Motor Pump (ACMP)

(1B or 2B) is considered inoperative, andd) Aircraft is operated at or below FL 200.

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24 – ELECTRICAL POWER 4. Remarks or Exceptions

22-1 Auxiliary Power Unit(APU) ACLoadmeter1) Aircraft with IDG

P/Ns 720845,720845A,720845B

C 1 0 (M) May be inoperative provided:a) Any main generator with these P/Ns has more

than 150 operating hours,b) APU generator is not used, andc) APU generator switch is selected to

OFF/RESET.

2) Aircraft withother IDG P/Ns

C 1 0 May be inoperative provided:a) APU generator is not used, andb) APU generator switch is selected to

OFF/RESET.

22-2 Auxiliary Power Unit(APU) GeneratorSystem1) Aircraft with IDG

P/Ns 720845,720845A,720845B

C 1 0 (M) May be inoperative provided any main generatorwith these P/Ns has more than 150 operating hours.

2) Aircraft withother IDG P/Ns

C 1 0

23-1 Air Driven Generator(ADG) Auto-Deployment System

C 1 0 (M) May be inoperative provided the Auto-Deploymentsystem is deactivated.

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24 – ELECTRICAL POWER 4. Remarks or Exceptions

30-1 Main AirplaneBattery (600, 601,601-3A, 601-3R)

D - 1 (M) Main Airplane Battery may be inoperative provided:a) Additional Main Airplane Battery and its

associated Charger are operative, andb) Affected Main Airplane Battery and its

associated Charger are isolated bydisconnecting and securing them.

30-2 Main AirplaneBattery Charger(600, 601, 601-3A,601-3R)

D - 1 (M) Main Airplane Battery Charger may be inoperativeprovided:

a) Additional Main Airplane Battery and itsassociated Charger are operative, and

b) Affected Main Airplane Battery and itsassociated Charger are isolated bydisconnecting and securing them.

30-3 APU AuxiliaryBattery(601-3A)(600,601)***

C - 0 (O) May be inoperative provided alternate proceduresare established and used.

D - 0 May be inoperative provided routine procedures do notrequire its use.

30-4 Refueling PanelBattery***

D 1 0 (M) May be inoperative provided Airplane Battery canbe used to fuel airplane.

30-5 Battery Ammeter***

D 1 0

31-1 TRU Cooling Fans1) 600, 601 C 3 1 (M) One or two may be inoperative provided:

a) ESS TRU Cooling Fan is operative, andb) Forward equipment doors are opened for

stationary ground operations at temps. >30 °C.

2) 601-3A, 601-3R,604, 605, 650

C 4 2 (M) One or two may be inoperative provided:a) ESS TRU 1 & 2 Cooling Fans are operative,

andb) Forward equipment doors are opened for

stationary ground operations at temps. >30 °C.

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24 – ELECTRICAL POWER 4. Remarks or Exceptions

32-1 Main Battery1) (604) A 1 0 (M) May be inoperative provided:

a) APU Battery is operative,b) APU Battery Charger is operative,c) Boarding lights are considered inoperative,d) Service lights are considered inoperative,e) APR is selected off,f) Operations are conducted in accordance with

AFM APR inoperative performance data, andg) Repairs are made within one flight day.

2) (605, 650) A 1 0 (M)(O) May be inoperative provided:a) APU Battery is operative,b) APU Battery Charger is operative,c) Boarding lights are considered inoperative,d) Service lights are considered inoperative, ande) Repairs are made within one flight day

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32-2 Main BatteryCharger1) (604) A 1 0 (M) May be inoperative provided:

a) Main Battery is considered inoperative,b) APU Battery is operative,c) APU Battery Charger is operative,d) Boarding lights are considered inoperative,e) Service lights are considered inoperative,f) APR is selected off,g) Operations are conducted in accordance with

AFM APR inoperative performance data, andh) Repairs are made within one flight day.

2) (605, 650) A 1 0 (M)(O) May be inoperative provided:a) Main Battery is considered inoperative,b) APU Battery is operative,c) APU Battery Charger is operative,d) Boarding lights are considered inoperative,e) Service lights are considered inoperative, andf) Repairs are made within one flight day.

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24 – ELECTRICAL POWER 4. Remarks or Exceptions

32-3 APU Battery(604, 605, 650)

A 1 0 (M) May be inoperative provided:a) Main Battery is operative,b) Main Battery Charger is operative,c) Both IDGs are operative, andd) Repairs are made within one flight day.

NOTE 1 : External DC power can be used to startAPU if required.

NOTE 2 : External DC power may be required forrefueling.

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32-4 APU BatteryCharger(604, 605, 650)

A 1 0 (M)(O) May be inoperative provided:a) APU Battery is considered inoperative after

APU is started,b) Main Battery is operative,c) Main Battery Charger is operative,d) Both IDGs are operative, ande) Repairs are made within one flight day.

NOTE 1 : External DC power can be used to startAPU if required.External

NOTE 2 : DC power may be required for refueling.

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32-5 Battery TemperatureMonitors***

D - 0

41-1 AC External PowerSystem

C 1 0

41-2 AC External Power“AVAIL / IN USE”Switch Lights(light function only)(604, 605, 650)

C 2 0

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42-1 DC External PowerSystem

C 1 0

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42-2 DC Power Main BusSwitch Light(light function only)(604, 605, 650)

C 1 0

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42-3 DC External Power“IN USE” Light(604, 605, 650)

C 1 0

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42-4 AC/DC UTILITYSwitch light(light function only)(605, 650)

C 1 0

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25 – EQUIPMENT/ 4. Remarks or Exceptions FURNISHINGS

10-2 Chart Holders C - 0

1) IntegratedLights

C 2 0 May be inoperative provided cockpit lightingconfiguration is acceptable to the crewmembers.

11-1 Flight Crew Seats

1) PowerAdjustments***

D - 0 May be inoperative for each flight crew member.

2) ManualAdjustments

a) HorizontalAdjustments

- - Must be operative for each flight crew member.

b) Vertical andReclineAdjustments

B - 0 One or more may be inoperative provided theassociated power adjustment of the affected flight crewmember seat is operative.

B - 0 (M) One or more may be inoperative provided theaffected seat is secured or locked in a positionacceptable to the flight crew member.

c) OtherAdjustments

C - 0 (M) One or more may be inoperative provided theaffected seat is secured in a position acceptable to theflight crew member.

NOTE: If an inoperative armrest will hinder anemergency evacuation of any other flightduties it should be removed.

11-2 Cockpit Sunvisors C 2 0 May be inoperative or missing provided there are novisual restrictions to crewmembers.

11-3 GlareshieldRetractable Visors(604, 605, 650)

C 2 0 (M) May be inoperative or missing provided visor issecured in the retracted position or removed.

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25 – EQUIPMENT/ 4. Remarks or Exceptions FURNISHINGS

12-1 Observer Seat D 1 0 May be inoperative provided the affected seat is notoccupied and is correctly stowed.

20-1 Passenger Seats D - 0 (M) One or more may be inoperative provided:a) Inoperative seat does not block an emergency

exit,b) Inoperative seat does not restrict any

passenger from access to the main aircraftaisle, and

c) Affected seat(s) are blocked and placarded"DO NOT OCCUPY”.

NOTE: A seat with an inoperative or missingoccupant restraint system (seat belt, safetyharness, as applicable) is consideredinoperative.

1) ReclineFunctions

C - - One or more may be inoperative and the affected seatoccupied provided the seat back is immovable in thetake-off and landing position.

D - - (M) One or more may be inoperative and the affectedseat occupied provided the seat is secured in the take-off and landing position.

2) UnderseatBaggageRestrainingBars

D - - (O) May be inoperative or missing provided:a) Baggage is not stowed under associated seat,b) Associated seat is placarded ‘DO NOT STOW

BAGGAGE UNDER THIS SEAT’,c) Restraining bar does not restrict any

passenger from access to the main aircraftaisle, and

d) Procedures are established and used to alertcabin crew of inoperative restraining bars.

(Cont’d)

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20-1 Passenger Seats(Cont’d)

3) Passenger SeatArmrests withRecline ControlMechanism

D - - (M) May be inoperative, damaged or missing and theaffected seat occupied provided:

a) The affected armrest does not block anemergency exit,

b) The affected armrest is not in such a positionthat it restricts any passengers from access tothe aircraft aisle, and

c) If armrest is missing, seat is secured in the fullupright position.

4) Passenger seatarmrests withoutrecline controlmechanism

D - - May be inoperative, damaged or missing, and theaffected seat occupied provided:

a) The affected armrest does not block anemergency exit, and

b) The affected armrest is not in such a positionthat it restricts any passengers from access tothe aircraft aisle.

5) Swivel/TravelMechanism***

C - - One or more may be inoperative and the affected seatoccupied provided the affected seat is immovable intake-off and landing position.

D - - (M) One or more may be inoperative and the affectedseat occupied provided:

a) Affected seat is secured in take-off and landingposition,

b) Affected seat does not block an emergencyexit, and

c) Affected seat does not restrict any passengerfrom access to the main aircraft aisle.

(Cont’d)

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20-2 Cabin Seat StorageDoor (Under Seat)***

D - 0 (M)(O) May be inoperative or missing provided:a) If missing, contents must be relocated,b) If inoperative, door must be closed and

secured and contents relocated, andc) If contents contain emergency equipment, the

equipment must be relocated and accessiblefor the passenger or the seat must beconsidered inoperative. If the relocatedemergency equipment is an approved meansof flotation, it must be accessible to thepassenger while seated.

20-3 Divan Seat BerthingBelt***

D - 0 May be inoperative or missing provided divan seat isnot used for berthing.

20-5 Cabin Gasper Vents D - 0

29-1 Cabin Power Outlet D - 0 (M) May be inoperative provided affected outlet isdeactivated.

30-1 StorageBin(s)/Cabin,Galley, and LavatoryStorageCompartment/Closets

C - - (M) May be inoperative provided:a) Procedures are established to secure the

affected bin, compartment, or closet in theclosed position,

b) Affected bin, compartment or closet isprominently placarded DO NOT USE,

c) Any emergency equipment located in theaffected compartment is consideredinoperative and,

d) Affected bin, compartment, or closet is notused for storage of any items except for thosepermanently affixed.

NOTE: An inoperative lid/door latch renders thedoor inoperative

(Cont’d)

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30-1 StorageBin(s)/Cabin,Galley, and LavatoryStorageCompartment/Closets(Cont’d)

C - - (M)(O) May be inoperative provided:a) For non-retractable doors, affected door is

removed,b) For retractable doors, affected door is removed

or secured in the retracted (fully open) position,c) Affected bin, compartment or closet is not used

for storage of any items, except thosepermanently affixed,

d) Affected bin, compartment or closet isprominently placarded DO NOT USE,

e) Procedures are established and used to alertcrew members and passengers of inoperativebins, compartments or closets and

f) Passengers are briefed that affected bin,compartment or closet is not used.

NOTE 1 : Any emergency equipment located in theassociated compartment (permanentlyaffixed) is available for use.

NOTE 2 : An inoperative lid/door latch renders thelid/door inoperative.

40-2 Exterior LavatoryDoor Ashtrays

A - 0 One or more may be inoperative or missing providedrepairs are made within three consecutive calendardays.

A - - One or more may be inoperative or missing provided:a) One operative exterior lavatory door ashtray

can be readily seen and accessed from theaffected lavatory door, and

b) Repairs are made within ten consecutivecalendar days.

(Cont’d)

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40-2 Exterior LavatoryDoor Ashtrays(Cont’d)

D - 0 (M)(O) May be inoperative provided:a) The affected lavatory door is locked closed and

placarded to prohibit passengers’ entrance,and,

b) The affected lavatory is used only by crewmembers.

D - 0 One or more may be inoperative or missing providedflight is non-smoking.

40-3 Interior LavatoryDoor Ashtrays

B - 0 One or more may be inoperative or missing providedassociated lavatory fire-extinguishing system, wheninstalled, is operative.

D - 0 (M)(O) One or more may be inoperative or missingprovided:

a) The affected lavatory door is locked closed andplacarded to prohibit passengers’ entrance,and

b) The affected lavatory is used only by crewmembers.

50-1 Cargo RestraintSystems

C - - May be inoperative or missing provided baggagecompartment remains empty.

C - - All cargo is secured by an alternate approved method.

60-1 Protective BreathingEquipment (PBE)

D - - (M)(O) Any in excess of those required may beinoperative or missing provided:

a) Required distribution is maintained,

b) Inoperative PBE and its installed location areplacarded inoperative,

c) Inoperative PBE unit is secured out of sight inan approved stowage, and

d) Procedures are established and used to alertcrew members of inoperative or missingequipment.

NOTE: Inoperative PBE units may be subject todangerous goods requirements.

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60-2 Airshow CockpitMonitor System***

D 1 0 (M) May be inoperative provided system is deactivated.

60-3 Security System***

D 1 0

60-4 IndependentPortable Lights

C - - May be inoperative or missing provided each requiredcrew member has an operative independent portablelight readily available when seated at designatedstation.

60-6 Emergency VisionAssurance System(EVAS)***

D 2 0

60-7 “FASTEN SEATBELT WHILESEATED” sign orplacard

C - - One or more signs or placards may be illegible ormissing provided a legible sign or placard is readablefrom each occupied passenger seat.

60-8 Megaphone***

D - 0 May be inoperative.

60-10 Life Rafts D - - (O) May be inoperative or missing provided:a) Extended overwater flights are not conducted,

and

b) Procedures are established and used to alertcrew members of inoperative or missingequipment.

60-11 Emergency MedicalKit (EMK)***

A - - The required emergency medical kits may beincomplete for flight to a destination where repairs orreplacements can be made but not to exceed amaximum of two calendar days.

D - - Any in excess of those required may be incomplete ormissing.

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61-1 Crash Axes andCrowbars

D - - Any in excess of those required may be inoperative ormissing.

62-1 First Aid Kits A - - If more than one is required, only one of the requiredfirst-aid kits may be incomplete for two calendar days.

D - - Any in excess of those required may be incomplete ormissing.

63-1 Emergency LocatorTransmitter (ELT)

1) AutomaticEmergencyLocatorTransmitter

A 1 0 May be inoperative for a maximum of 6 flights or 25flight hours, whichever occurs first.

C - 1 Any in excess of one may be inoperative.

D - - Any in excess of those required may be inoperative.

2) SurvivalEmergencyLocatorTransmitter(ELT S)

D - - (M)(O) Any in excess of those required may beinoperative or missing provided:

a) Inoperative equipment and its installed locationare placarded inoperative,

b) Inoperative equipment is secured out of sight,and

c) Procedures are established and used to alertcrew members of inoperative or missingequipment.

64-1 Life jackets D - - (M)(O) Any in excess of those required may beinoperative or missing, provided:

a) Required distribution is maintained,b) Inoperative life jacket and its installed location

are placarded inoperative,,c) Inoperative life jacket is secured out of sight,

andd) Procedures are established and used to alert

crew members of inoperative or missingequipment.

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70-1 Galley WasteReceptacles AccessDoors/Covers

C - - (M)(O) May be inoperative provided:a) The container is empty and the access is

secured to prevent waste introduction into thecompartment, and

b) Procedures are established to ensure thatsufficient galley/cabin waste receptacles areavailable to accommodate all waste that maybe generated on a flight.

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26 – FIRE PROTECTION 4. Remarks or Exceptions

10-1 APU Fire DetectionSystem1) (600, 601,

601-3A,601-3R)

C 1 0 (M) May be inoperative provided:a) If both main generators have P/Ns 720845,

720845A and 720845B they must have morethan 150 operating hours, and

b) APU is not used.

C 1 0 (M) May be inoperative provided:a) If both main generators have P/Ns 720845,

720845A and 720845B they must have morethan 150 operating hours,

b) APU is used on ground for engine start only,

c) APU is not used after engine start,d) APU external control system is operative, ande) Both IDGs are operative.

2) (604, 605, 650) C 1 0 (M) May be inoperative provided:a) APU is used on ground for engine start only,

b) APU is not used after engine start, andc) APU external control system is operative.

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C 1 0 May be inoperative provided APU is not used.

10-2 Lavatory SmokeDetection Systems***

C - 0 May be inoperative.

10-3 BaggageCompartment FireDetection /Suppression System***

C - 0 May be inoperative provided the baggage compartmentis empty.

(Cont’d)

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1. 2. Number InstalledSystem & Sequence No Item

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26 – FIRE PROTECTION 4. Remarks or Exceptions

14-1 Main Landing GearBay OverheatDetection System

C 1 0 (M)(O) May be inoperative provided:a) Brakes are inspected prior to each flight and

are cool to the touch,b) After take-off the landing gear is left extended

for ten minutes,c) Takeoff performance is in accordance with the

AFM (Flight with Landing Gear Down), andd) Take-off is not conducted in icing conditions.

NOTE: In case of engine failure after V1,performance is the prime consideration andthe landing gear should be retracted normallyuntil performance penalty with gear down isnot a problem. Pilots must consider theeffects associated with delayed rising oflanding gear or lowering landing gear duringoperation from contaminated runways in icingconditions.

20-1 Lavatory WasteReceptacle FireExtinguisher System***

C - 0 May be inoperative.

20-2 Fuselage FireExtinguishingSystem (TotalFlood)***

C - 0 (M) May be inoperative provided the system is secured.

20-3 BaggageCompartmentSmoke DetectionSystem

C 1 0 For Class B,C or E Baggage compartments, thesystem may be inoperative provided the compartmentis empty.

NOTE: Unit Load Devices (ULD’s) may be carried inthe associated compartment provided no cargois carried on or in these devices. For ballastpurposes, use of bags (made of glass fibre orkevlar) or sand or ingots of non-magneticmetals (such as lead) is acceptable.

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26 – FIRE PROTECTION 4. Remarks or Exceptions

20-4 Galley FireExtinguishingSystem***

C 1 0 May be inoperative provided:a) The galley is not used for any purpose, andb) Any waste receptacles are empty.

20-5 APU FireExtinguishingSystem1) (600, 601,

601-3A,601-3R)

C 1 0 (M) May be inoperative provided:a) If both main generators have P/Ns 720845,

720845A and 720845B they must have morethan 150 operating hours, and

b) APU is not used.

C 1 0 (M) May be inoperative provided:a) If both main generators have P/Ns 720845,

720845A and 720845B they must have morethan 150 operating hours,

b) APU is used on ground for engine start only,and

c) APU is not used after engine start.

d) APU external control system is operative, and

e) Both IDGs are operative.

C 1 0 May be inoperative provided APU is not used.

2) (604, 605, 650) C 1 0 (M) May be inoperative provided:a) APU is used on ground for engine start only,

b) APU is not used after engine start.c) APU external control system is operative, andd) Both IDGs are operative.

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C 1 0 May be inoperative provided APU is not used.

(Cont'd)

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26 – FIRE PROTECTION 4. Remarks or Exceptions

20-6 APU FIREX BottleLow Pressure Switch1) (600, 601,

601-3A,601-3R)

C 1 0 (M)(O) May be inoperative provided:a) If both main generators have P/Ns 720845,

720845A and 720845B they must have morethan 150 operating hours,

b) The APU is used for ground operations only,c) Firex bottle charge pressure is visually verified

at bottle pressure gauge prior to each APUstart,

d) APU fire detection system is operative,e) APU external control system is operative,f) APU is not used after engine start, andg) Both IDGs are operative.

2) (604, 605, 650) C 1 0 (M) (O) May be inoperative provided:a) The APU is used for ground operations onlyb) Firex bottle charge pressure is visually verified

at bottle pressure gauge prior to each APUstart,

c) APU fire detection system is operative,d) APU external control system is operative ande) APU is not used after engine start.

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24-1 Hand FireExtinguishers

D - - (M)(O) Any of excess of those required may beinoperative or missing provided:

a) The inoperative hand fire extinguisher isremoved from the aircraft and its installedlocation is placarded inoperative; or it isremoved from the installed location, securedout of sight, and the hand fire extinguisher andits installed location are placarded inoperative,

b) Required distribution of operative units ismaintained throughout the aircraft, and

c) Procedures are established to alertcrewmembers of missing portable fireextinguisher.

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27 – FLIGHT CONTROLS 4. Remarks or Exceptions

05-1 Control SurfacePosition IndicatingSystems

1) FLT SPLR L/RAILERON L/RELEVATOR L/RRUDDER(600, 601, 601-3A, 601-3R)

C 7 0 (M)(O) Any or all indicator(s) may be inoperativeprovided:

a) Affected indicator is clearly identified asinoperative or covered, and

b) Affected control surface is visually checked forfull, free and correct movement prior to eachflight.

2) EICASIndications (FLTSPLR, AIL,RUDDER)(604, 605, 650)

C 5 0 (O) Any or all may be inoperative provided affectedControl Surface is visually checked for full, free andcorrect movement prior to each flight.

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3) EICASIndications(ELEV)(604, 605, 650) |a) L/H C 1 0 (O) May be inoperative provided:

a) Affected Control Surface is visually checked forfull, free and correct movement prior to eachflight, and

b) Autopilot is not engaged below 1500 feet AGL.

b) R/H D 1 0 (O) May be inoperative provided affected controlsurface is visually checked for full, free and correctmovement prior to each flight.

05-2 Ground SpoilerControl SurfaceIndications(LH & RH)(604, 605, 650)

C 2 0 (M) One or both may be inoperative provided:a) “ARM” mode is operative,b) Ground Spoilers switch is selected to AUTO,

andc) Ground spoilers are verified stowed before

each take-off.NOTE: “PROX SYS FAULT” status message appears

with “GND SPLRS” caution message.

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27 – FLIGHT CONTROLS 4. Remarks or Exceptions

05-3 Servo MonitorSystem(600, 601, 601-3A,6013R)

C 1 0 (M)(O) May be inoperative provided:a) All Powered Control Units (PCUs) are checked

prior to take-off to ensure correct operationusing each hydraulic system, and

b) Parking Brake SOV is open.

05-4 LH/RH Flight SpoilerIndication(Glareshield)(600, 601, 601-3A,601-3R)

C 2 0 (O) Both may be inoperative provided:a) Flight Spoiler Control Surface Position

Indication is operative,b) Flight Spoiler Indication on center pedestal is

verified operative prior to each flight,c) Flight Spoilers are verified stowed before take-

off, andd) Flight Spoilers are not used during approach.

12-1 Aileron Trim System B 1 0 May be inoperative provided:a) Autopilot is operative,b) Aileron Trim System is centered, andc) Main fuel tanks left and right are balanced prior

to take-off.

35-1 Stall Warning SwitchLights(light function only)(604)

C 2 1 One may be inoperative provided the shaker and thepusher are checked operative prior to each flight.

40-1 Trim Indicators(Ailerons, Rudder)

C 2 1 (O) One may be inoperative provided the affectedcontrol surface is checked visually as being in theappropriate take-off position prior to each take-off.

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27 – FLIGHT CONTROLS 4. Remarks or Exceptions

50-1 Flap Power DriveUnit (PDU) Motors

C 2 1 (M) May be inoperative provided:a) Affected motor is deactivated, andb) Operations are conducted in accordance with

AFM Supplement 14, Operations with AirplaneSystems Inoperative.(600, 601, 601-3A, 601-3R)

c) Operations are conducted in accordance withAFM Supplement 8, Operations with AirplaneSystems Inoperative.(604, 605, 650) |

NOTE 1: With only one motor operational, the flapswill operate at half speed.

NOTE 2: FLAPS MOTOR OVHT status messagewill be posted when a flap PDU isdeactivated.

52-1 Rudder PedalAdjustmentMechanism

C 2 0 (M)(O) May be inoperative provided:a) Rudder pedals can be secured in a position

acceptable to affected crewmember, andb) Rudder and brake pedals are checked for full

and unrestricted movement at both pilotstations.

NOTE: Full range of operation must be available tothe crewmember in seated position.

60-1 Ground SpoilerManual ArmingSwitchA/C withSB 600-0452SB 601-0113A/C 3060 & subs(604, 605, 650)

C 1 0 (O) May be inoperative provided the ground spoilerautomatic deployment is verified operative before eachflight.

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27 – FLIGHT CONTROLS 4. Remarks or Exceptions

60-2 Flight Spoiler LightsFlashing FeatureA/C withSB 600-0385SB 601-0040A/C 3013 &3018 to 3990

B 2 0 May be inoperative provided:a) Flight Spoilers are not used below 700 ft AGL,b) Flight spoilers are not used when flaps are

extended, andc) All flight spoilers indications are operative.

67-1 Ground SpoilerSystem1) 600, 601 C 1 0 (M) May be inoperative provided:

a) System is selected to OFF,b) Ground spoilers are verified in the retracted

position prior to each flight, andc) AFM Performance Chart entitled “Landing

Distance (Without Ground Spoilers)” is used.

NOTE: Service Bulletin 600-0368 must be installed onthe 600, or Service Bulletin 601-0020 must beinstalled on the 601.

2) 601-3A, 601-3R C 1 0 (M) May be inoperative provided:a) System is selected to OFF,b) Ground spoilers are verified in the retracted

position prior to each flight, andc) AFM Performance Chart entitled “Landing

Distance (Without Ground Spoilers)” is used.

3) 604, 605, 650 C 1 0 (M) May be inoperative provided:a) System is selected to DISARM,b) Ground spoilers are verified in the retracted

position prior to each flight, andc) Operations are conducted in accordance with

AFM Supplement 8 (Operations with AirplaneSystems inoperative).

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28 – FUEL 4. Remarks or Exceptions

11-1 Aux Tank FuelPanel with DrainValve

A 1 0 (M) May be inoperative (leaking) provided:a) Aux and Tail fuel tanks are verified empty prior

to the first flight each day and remain empty,b) Powered Crossfeed is considered inoperative

and not used,c) Aux and Tail fuel tank quantity indication or

EICAS readout is operative, andd) Repairs are made within 350 flight hours or at

the next A check, whichever occurs first.

NOTE: The Wing Tank Fuel Panel with Drain Valve isinterchangeable with the Aux Tank Fuel Panelwith Drain Valve. Refer to AMM.

D 1 0 (M) May be inoperative (leaking) provided panel withdrain valve is replaced with a blank panel.

11-2 Water Drain Valves C - 5 May be inoperative provided:a) One drain valve at each wing tank, lowest level

point is operative,b) One drain valve in the center tank is operative,c) Main Boost Pump drain valves are operative,

andd) There is no evidence of leakage.

13-1 Tail Cone Fuel TankSystem(601, 601-3A, ***)(601-3R)

C 1 0 (M) May be inoperative provided:a) Tail Cone fuel tank refuel / defuel SOVs are

verified in the closed position, andb) Tail cone fuel tank is empty.

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28 – FUEL 4. Remarks or Exceptions

13-2 Tail Tank FuelSystem (includingSaddle Tanks)(604, 605, 650)

C 1 0 (M) May be inoperative provided:a) Tail tank refuel / defuel SOVs are verified in the

closed position,b) Tail tank is empty,c) Aux tank is fueled as per AMM Chapter 12,

andd) CG load for the fuel distribution of all fuel

added is calculated to be aft of the Take-OffLimit Line (ref. AFM).

NOTE: It it is necessary to add fuel to the Aux tanks,precautions should be taken to keep theaircraft CG in the safe limits at all times.

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13-3 Turbulator Vanes(Fuel Jettison Mast,Tail Tank FuelSystems)

C 2 0 One or both turbulator vanes may be damaged ormissing provided the Tail Cone Fuel Tank System(601, 601-3A, 601-3R) or Tail Tank Fuel System (604,605, 650) as applicable is declared inoperative. |

15-1 Transfer Ejectors(Aux Tank)

B 2 1 One may be inoperative provided Aux Tank (and TailTank if installed) remains empty.

15-2 Crossfeed ShutoffValves(600, 601, ***)(601-3A, 601-3R)

1) Left to RightRight to Left

C 2 0 One or both may be inoperative closed provided:a) All Fuel Quantity Indications or EICAS

Readouts are operative, andb) Aircraft is operated in accordance with AFM

procedures if fuel crossfeed is required.

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28 – FUEL 4. Remarks or Exceptions

15-3 Tail Tank TransferBoost Pumps(604, 605, 650) |

1) Primary A 1 0 (M) May be inoperative provided:a) Pump is deactivated,b) Secondary pump is operative,c) Fuel jettison system is verified operative before

each flight, andd) Repairs are made within three flight days.

2) Secondary A 1 0 (M) May be inoperative provided:a) Pump is deactivated,b) Primary pump is operative,c) Fuel jettison system is verified operative before

each flight, andd) Repairs are made within three flight days.

15-4 Crossflow ShutoffValves1) Left to Aux

Right to Aux(604, 605, 650)

C 2 0 One or both may be inoperative closed provided:a) All Fuel Quantity Indications or EICAS

Readouts are operative, andb) Aircraft is operated in accordance with AFM

procedures if fuel crossflow is required.

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28 – FUEL 4. Remarks or Exceptions

23-1 Fuel (Boost) Pumps

1) 600,601,601-3A,601-3R

A 2 1 (M)(O) One may be inoperative provided:

a) Affected fuel (boost) pump is selected off anddeactivated,

b) Crossfeed (Left to Right, Right to Left) SOVsare operative,

c) Both fuel feed line check valves are verifiedoperative prior to the first flight,

d) If left boost pump is inoperative, APU isoperated continuously throughout flight andAPU generator is verified operative prior toflight, and

e) Repairs are made within one flight day.

2) 604, 605, 650 A 2 1 (M)(O) One may be inoperative provided:a) Affected fuel (boost) pump is selected off and

deactivated,b) Crossflow (Left to Aux, Right to Aux) SOVs are

operative,c) Both fuel feed line check valves are verified

operative prior to the first flight,d) If left boost pump is inoperative, APU is

operated continuously throughout flight andAPU generator is verified operative prior toflight, and

e) Repairs are made within one flight day.

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23-2 Fuel Boost Pump“INOP/ON” SwitchLights (light functiononly)(604, 605, 650)

C 2 0

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25-1 APU Fuel Pump C 1 0 (M) May be inoperative provided:a) APU is operated for a maximum of 10 minutes

from start-up to shutdown,b) APU is only used to start one engine,c) APU generator adapter temperature is below

40oC, or warm to the touch, prior to enginestart,

d) APU is started with the left fuel boost pump,and

e) APU is shutdown and considered inoperative inflight.

C 1 0 May be inoperative provided APU is consideredinoperative and is not used.

25-2 APU Fuel ShutoffValves

C 2 0 (M) One or both may be inoperative closed providedAPU is not used.

25-3 APU Negative GFeed Check Valve.

C 1 0 (O) May be inoperative open provided flight operationsare not dependent on use of the APU.

27-1 Single PointPressure RefuelingSystem

C 1 0 (O) May be inoperative provided alternate proceduresare established and used.

1) ExternalRefuel/DefuelControl Panel

C 1 0 May be inoperative provided the internal Refuel/Defuelcontrol panel is operative.

2) InternalRefuel/DefuelControl Panel***

D 1 0

a) FuelQuantityDisplay

D 1 0 (O) May be inoperative provided alternate means isused to determine the amount of fuel.

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27-2 Refuel / DefuelShut-Off Valves1) Left, Right, Aux C 3 0 (O) May be inoperative provided:

a) Alternate refueling procedures are establishedand used,

b) Ensure that the calculated static aircraft CGwith full mission fuel load is aft of the fwdaircraft Take-off Limit Line (ref. AFM), and

c) Fuel Quantity Indication Systems (cockpit) areoperative.

2) Tail C 2 0 (O) May be inoperative closed provided Aux and TailFuel Tanks remain empty.

C 2 0 (O) May be inoperative open provided:a) Alternate refueling procedures are established

and used,b) Ensure that the calculated static aircraft CG

with full mission fuel load is aft of the fwdaircraft Take-off Limit Line (ref. AFM), and

c) Left, Right, Aux Refuel/Defuel SOVs areclosed.

27-3 Refuel / DefuelAdapter Cap

C 1 0 (M) May be inoperative (missing) provided:a) Refuel / defuel adapter is visually checked for

contamination prior to each refueling,b) Adapter poppet is visually checked closed after

each refueling,c) No leakage can be detected after refueling is

complete, andd) All Refuel/Defuel Shut-off valves are verified

closed after each refueling.

40-1 EICAS Bulk FuelTemperatureIndication(604, 605, 650)

C 1 0 (M)(O) May be inoperative provided:a) Bulk fuel is verified to be > -200C before

dispatch, andb) Total air Temperature is not < -500C

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28 – FUEL 4. Remarks or Exceptions

41-1 Fuel QuantityIndicating Systems(Cockpit)(600, 601, 601-3A,601-3R)

1) Main Fuel TanksLeft and Right

C 2 1 (M) (O) One may be inoperative provided:

a) Alternate gravity refueling procedures areestablished and used,

b) Both main tanks are visually confirmed full,c) Total fuel carried includes 5% more than the

required fuel load for the planned flight,d) Aux fuel Tank Quantity Indicator is operative or

the Aux Fuel Tank is empty,e) Fuel Flow Indicating Systems and associated

engine instruments are operative,f) Gravity Crossflow SOV is verified operative,g) Crossfeed SOVs (if installed) remain closed,h) Lateral fuel balance is maintained during flight,i) Fuel Totalizer is considered inoperative,j) After takeoff, power is set by matching fuel flow

indications on both engines, andk) An in-flight log of fuel burned is maintained.

2) Aux Fuel Tank(Without TailTank installed)

C 1 0 (M) May be inoperative provided the Aux Fuel Tankremains empty.

C 1 0 (O) May be inoperative provided:a) Aux tank is completely filled,b) Left and Right Main Fuel Tank Quantity

Indicators are operative,c) Fuel Flow Indicating Systems and associated

engine instruments are operative,d) After takeoff, power is set by matching fuel flow

indications on both engines, ande) An in-flight log of fuel burned is maintained.

(Cont’d)

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41-1 Fuel QuantityIndicating Systems(Cockpit)(600, 601, 601-3A,601-3R)(Cont’d)2) Aux Fuel

Tank(WithoutTail Tankinstalled)Cont’d

C 1 0 (M)(O) May be inoperative provided:a) Aux Fuel Tank is defueled each refueling,b) Aux Fuel Tank is refueled with a known

quantity of fuel,c) Required Aux Fuel Tank fuel is increased by

5%,d) Left and Right Main Fuel Tank Quantity

Indicators are operative,e) Fuel Flow Indicating Systems and associated

engine instruments are operative,f) Aux Fuel Tank is verified to empty at the

appropriate time,g) After takeoff, power is set by matching fuel flow

indications on both engines, andh) An in-flight log of fuel burned is maintained.

3) Aux Fuel Tank(With Tail Tankinstalled)

C 1 0 (M) May be inoperative provided the Aux and Tail FuelTanks remain empty.

4) Fuel Totalizer C 1 0

41-2 EICAS Aux andTotal Fuel TankQuantity Readouts(604, 605, 650)

C 2 0 (M) Both may be inoperative provided the Aux and Tailtanks remain empty.

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41-3 EICAS Tail Tankand Total FuelQuantity Readouts(604, 605, 650)

C 2 0 (M) Both may be inoperative provided:a) Tail tank remains empty,b) Aux tank is fueled as per AMM Chapter 12,

andc) Ensure that the calculated static aircraft CG

with full mission fuel load is aft of the fwdaircraft Take-off Limit Line (ref. AFM).

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41-4 Fuel ComputerChannels(604, 605, 650)

B 2 1 One may be inoperative provided:a) Both Transfer Ejectors are operative,b) Both Crossflow SOVs are operative,c) Both Fuel Flow Readouts are operative,d) Fuel Used on FMS is operative, ande) Opposite IRS is operative.

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29 – HYDRAULIC POWER 4. Remarks or Exceptions

11-1 Hydraulic AC MotorPump (ACMP)(Systems 1 and 2)

1) ACMP 1B(604, 605, 650)

C 1 0 (M) May be inoperative provided:a) All other hydraulic pumps are operative,b) Affected pump is deactivated and selected

OFF,c) Nosewheel Steering is operative,d) Both Thrust Reverser Systems are operative,

ande) Operations are conducted in accordance with

AFM Supplement (Operations with AirplaneSystems Inoperative).

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2) ACMP 2B(604, 605, 650)

C 1 0 (M) May be inoperative provided:a) All other hydraulic pumps are operative,b) Affected pump is deactivated and selected

OFF,c) Ground Spoilers are operative,d) Nosewheel Steering is operative,e) Both Thrust Reverser Systems are operative,f) Both Anti-Skid System Channels are operative,g) Take-off or landing is not conducted from a

contaminated runway, andh) Operations are conducted in accordance with

AFM Supplement (Operations with AirplaneSystems Inoperative).

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11-2 HydraulicAccumulatorPressure Gauges(Systems 1, 2 and 3)

C 3 0 (M) All may be inoperative provided accumulatorprecharge is checked using a suitable gauge before thefirst flight of each day.

11-3 HydraulicAccumulators(Systems 1, 2 and 3)

B 3 1 Systems 1 and/or System 2 accumulator(s) may beinoperative.

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11-4 Hydraulic HeatExchanger CoolingFan(600, 601, 601-3A,601-3R)

C 1 0 May be inoperative provided ground operation ofhydraulic systems 1 and 2 is limited to 30 minuteswhen OAT is above 45 deg C.

11-5 Engine DrivenHydraulic Pumps(604, 605, 650)

B 2 1 (M) One may be inoperative provided:a) All other hydraulic pumps are operative,b) Hydraulic AC Motor Pump (ACMP) 1B and 2B

are selected ON before each flight,c) Both Integrated Drive Generators (IDG) are

operative,d) Affected pump is mechanically removed and a

blanking plate is installed, ande) Operations are conducted in accordance with

AFM Supplement (Operations with AirplaneSystems Inoperative).

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11-6 Hydraulic “AUTO”Switches(Electric Pumps)(604, 605, 650)

C 3 0 Any or all may be inoperative provided the affectedpumps are manually selected on before take-off andlanding.

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11-7 Return ManifoldFilter – DifferentialPressure Indications

A 3 0 (M) Any or all may be inoperative provided:a) Filter element is verified free of any

contaminant, andb) Repairs are made within three flight days.

12-1 Hydraulic AC MotorPump (ACMP) 3A

C 1 0 May be inoperative provided:a) 3B pump is operated continuously throughout

the flight, andb) All other hydraulic pumps (engine driven and

electrical) are operative.

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29 – HYDRAULIC POWER 4. Remarks or Exceptions

31-1 Hydraulic PressureIndicators (Cockpit)(600, 601, 601-3A,601-3R)

C 3 2 One may be inoperative provided:a) All four Electric Motor Driven Hydraulic Pumps

are operative,b) Associated Hydraulic Pump Low Pressure

(ELECT PUMP or L/R ENG PUMP) CautionLights are operative,

c) Associated Hydraulic Pump HI TEMP CautionLight is operative, and

d) Brake Pressure Indicator is operative.

31-2 Hydraulic ReservoirQuantity Indicators(Systems 1, 2 and 3)(Cockpit)(600, 601, 601-3A,601-3R)

C 3 0 One or more may be inoperative provided:a) Affected reservoir quantity is confirmed within

limits prior to each flight,b) Associated Hydraulic Pressure Indicator is

operative,c) Associated Hydraulic Pump Low Pressure

(ELEC PUMP or L/H ENG PUMP) CautionLights are operative, and

d) Associated Hydraulic HI TEMP Caution Light isoperative.

31-3 EICAS HydraulicPressure ReadoutIndications(604, 605, 650)

C 3 0 (O) Any or all may be inoperative provided theassociated pressure switches are operative.

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32-1 EICAS HydraulicReservoir QuantityReadouts(Systems 1, 2 and 3)(604, 605, 650)

C 3 0 (M) Any or all may be inoperative provided the quantityin the associated reservoir(s) is checked on thereservoir sight glass prior to each flight.

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29 – HYDRAULIC POWER 4. Remarks or Exceptions

34-1 Hydraulic Pump LowPressure Switches

C 6 3 One in each system may be inoperative providedassociated Hydraulic Pressure and Quantity IndicatingSystems are operative.

35-1 Hydraulic HI TEMPCaution Lights(Systems 1, 2 and 3)(600, 601, 601-3A,601-3R)

C 3 2 (M) One may be inoperative provided:a) Associated Hydraulic Pressure Indicator is

operative,b) Associated Hydraulic Reservoir Quantity

Indicator is operative, andc) Hydraulic Heat Exchanger Cooling Fan is

operative.

37-1 Hydraulic Pump LowPressure CautionLights (light functiononly) (ELEC PUMP,L ENG PUMP, RENG PUMP) (600,601, 601-3A,601-3R)

C 6 3 One per system may be inoperative provided:a) Associated Hydraulic Pressure Indicator is

operative,b) Associated Hydraulic Reservoir Quantity

Indicator is operative, andc) Associated Hydraulic HI TEMP Caution Light is

operative.

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30 – ICE AND RAIN 4. Remarks or Exceptions PROTECTION

12-1 Wing Anti-ice System

1) Auto Control(600)

C 1 0 (M) May be inoperative provided Wing Anti-ice SystemManual Control is operative.

B 1 0 May be inoperative provided:a) Both Ice Detection Systems are operative, andb) Flight is not conducted in known or forecast

icing conditions.

2) Manual Control(600)

C 1 0 May be inoperative provided Wing Anti-ice SystemAuto Control is operative.

B 1 0 May be inoperative provided:a) Both Ice Detection Systems are operative, andb) Flight is not conducted in known or forecast

icing conditions.

3) Normal Control(601)(601-3A, 601-3Rwith SB 601-0575)(604 with SB604-30-002 andaircraft S/N 5583and subsequent)(605, 650)

C 1 0 (M) May be inoperative provided Wing Anti-ice SystemStandby Control is operative.

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C 1 0 May be inoperative provided:a) Both Ice Detection Systems are operative, andb) Flight is not conducted in known or forecast

icing conditions.4) Normal Control

(601-3A,601-3R without SB601-0575)

(604 without SB604-30-002)

(Cont'd)

B 1 0 May be inoperative provided:a) Both Ice Detection Systems are operative, andb) Flight is not conducted in known or forecast

icing conditions.

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12-1 Wing Anti-iceSystem

(Cont'd)

5) Standby Control(601, 601-3A,601-3R, 604,605, 650)

C 1 0 May be inoperative provided Wing Anti-ice SystemNormal Control is operative.

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B 1 0 May be inoperative provided:a) Both Ice Detection systems are operative, andb) Flight is not conducted in known or forecast

icing conditions.

12-2 Wing Anti-iceSystem Modulatingand Shut-off Valves

B 2 0 One or both may be inoperative CLOSED provided:a) Both Ice Detection Systems are operative, andb) Flight is not conducted in known or forecast

icing conditions.

12-3 Lower Bleed AirIsolation Valve(600)

C 1 0 May be inoperative OPEN.

B 1 0 May be inoperative CLOSED provided:a) Both Ice Detection Systems are operative, andb) Flight is not conducted in known or forecast

icing conditions.

12-4 14th Stage EngineBleed Air IsolationValve(601, 601-3A,601-3R, 604, 605,650)

C 1 0 May be inoperative OPEN.

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B 1 0 May be inoperative CLOSED provided:a) Both Ice Detection Systems are operative, andb) Flight is not conducted in known or forecast

icing conditions.

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20-1 Engine Cowl Anti-Ice PressureRegulating andShutoff Valves

B 2 1 (M) One may be inoperative provided:a) Affected valve is secured closed,b) Both Ice Detection Systems are operative,c) Associated ACU is selected ON above FL 400,

andd) Flight is not conducted in known or forecast

icing conditions.

20-2 Engine Cowl Anti-Ice Pressure ReliefBlow-off Valves1) (601, 601-3A,

601-3R)C 2 1 One may be inoperative OPEN provided:

a) Associated Thrust Reverser is operative,b) Associated Bleed Air 14th Stage SOV is

operative, andc) Operations are conducted in accordance with

AFM Supplement 14, Operations with AirplaneSystems Inoperative.

2) (604, 605, 650) C 2 1 One may be inoperative OPEN provided:a) Associated Thrust Reverser is operative,b) Associated Bleed Air 14th Stage SOV is

operative, andc) Operations are conducted in accordance with

AFM Supplement 8, Operations with AirplaneSystems Inoperative.

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31-1 Probe Heaters

1) Pitot Probes B 2 1 (M) Except for RVSM Operations, one may beinoperative provided:

a) Both Ice Detection Systems are operative,b) Flight is not conducted in known or forecast

icing conditions or visible moisture,c) Aircraft is operated in day VMC only, andd) Standby Pitot Probe Heater is operative.

(Cont'd)

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31-1 Probe Heaters(Cont’d)

2) Static Probes B 2 1 (M) Except for RVSM Operations, one may beinoperative provided:

a) Both Ice Detection Systems are operative,b) Flight is not conducted in known or forecast

icing conditions or visible moisture, andc) Aircraft is operated in day VMC only.

3) Standby PitotProbe(604, 605, 650)

C 1 0 (M) Except for RVSM Operations, may be inoperativeprovided:

a) Both Ice Detection Systems are operative,b) Flight is not conducted in known or forecast

icing conditions or visible moisture,c) Aircraft is operated in day VMC only, andd) Both Pitot Probes Heaters are operative.

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4) TAT Probe B 1 0 (M) May be inoperative provided:a) Both Ice Detection Systems are operative,b) Flight is not conducted in known or forecast

icing conditions or visible moisture, andc) Aircraft is operated in day VMC only.

5) Angle of AttackVanes

B 2 1 (M) One may be inoperative provided:a) Both Ice Detection Systems are operative,b) Flight is not conducted in known or forecast

icing conditions or visible moisture, andc) Aircraft is operated in day VMC only.

6) AUX Angle ofAttack VaneHeater(604, 605, 650)

B 1 0 (M) May be inoperative provided:a) Both Ice Detection Systems are operative,b) Flight is not conducted in known or forecast

icing conditions or visible moisture, andc) Aircraft is operated in day VMC only.

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31-2 Speed CommandAttitude Thrust(SCAT) VaneHeaterSTC SA4770SW***

C 1 0 (M) May be inoperative provided:a) SCAT Vane Heater is deactivated, andb) Airplane is not operated in known or forecast

icing conditions.

41-1 Windshield and SideWindow Anti-IceControllers

C 4 3 One may be inoperative provided:a) Operations are not conducted in known or

forecast icing conditions, andb) Pilot’s (Left) side window heating is operative.

C 4 2 Two may be inoperative provided:a) Operations are not conducted in known or

forecast icing conditions,b) Pilot’s (Left) side window heating is operative,

andc) Both Ice Detection Systems are operative.

41-2 Enhanced VisionSystem - IceProtection(605 withSB 605-31-002 andSB 605-34-010) ***(650 withSB 650-31-002 andSB 650-34-006) ***1) EVS Fairing & IR

Window heat DE-ICE / ANTI-ICEfunctions

C 2 0 (M)(O) One or both may be inoperative provided:a) EVS Ice Protection is deactivated,b) Operations are not conducted in known or

forecast icing conditions,c) One ice detection system is operative, andd) If installed, the EVS is not used when the image

is affected.

NOTE : With IR Window heat inoperative, theimage may degrade in high humidityconditions, to the point of disappearance,as IR Window misting increases. The EVSmust not be used if the image is affected.

(Cont’d)

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41-2 Enhanced VisionSystem - IceProtection(605 withSB 605-31-002 andSB 605-34-010) ***(650 withSB 650-31-002 andSB 650-34-006) ***(Cont’d)

1) EVS Fairing & IRWindow heat DE-ICE / ANTI-ICEfunctions(Cont’d)

D 2 0 (M)One or both may be inoperative provided:a) The IR Window and EVS fairing are removed

as an assembly and replaced with an approvedblanking plate, and

b) If installed, the EVS system (STC) isconsidered inoperative.

2) IR Window -DE-MISTfunction

C 1 0 May be inoperative provided EVS image (if installed) isnot affected.

NOTE : The image may degrade in high humidityconditions, to the point of disappearance,as IR Window misting increases. The EVSmust not be used if the image is affected.

D 1 0 May be inoperative provided:a) if installed, the EVS system (STC) is

considered inoperative,b) The EVS system de-ice and anti-ice functions

operate normally, andc) Routine procedures do not require the use of

EVS system.

(Cont’d)

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41-2 Enhanced VisionSystem - IceProtection(605 withSB 605-31-002 andSB 605-34-010) ***(650 withSB 650-31-002 andSB 650-34-006) ***(Cont’d)

2) IR Window -DE-MISTfunction(Cont’d)

D 1 0 (M) May be inoperative provided:a) The IR Window and EVS fairing are removed

as an assembly and replaced with an approvedblanking plate, and

b) If installed, the EVS system (STC) isconsidered inoperative.

3) EVS FairingTemperatureSensors

D 2 1 One may be inoperative.

C 2 0 (M)(O) Both may be inoperative provided:

a) EVS Ice Protection is deactivated,b) Operations are not conducted in known or

forecast icing conditions, andc) One ice detection system is operative.

D 2 0 (M) Both may be inoperative provided:a) The IR Window and EVS fairing are removed

as an assembly and replaced with an approvedblanking plate, and

b) If installed, the EVS system (STC) isconsidered inoperative.

(Cont’d)

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41-2 Enhanced VisionSystem - IceProtection(605 withSB 605-31-002 andSB 605-34-010) ***(650 withSB 650-31-002 andSB 650-34-006) ***(Cont’d)

4) IR WindowTemperatureSensors

D 2 1 One may be inoperative.

C 2 0 (M)(O) Both may be inoperative provided:a) EVS Ice Protection is deactivated,b) Operations are not conducted in known or

forecast icing conditions,c) One ice detection system is operative, andd) If installed, the EVS is not used when the

image is affected.

NOTE : With IR Window heat inoperative, theimage may degrade in high humidityconditions, to the point of disappearance,as IR Window misting increases. The EVSmust not be used if the image is affected.

D 2 0 (M) Both may be inoperative provided:a) The IR Window and EVS fairing are removed

as an assembly and replaced with an approvedblanking plate, and

b) If installed, the EVS system (STC) isconsidered inoperative.

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80-1 Ice DetectionSystems

C 2 1 (M) One may be inoperative provided:a) Affected ice detector is deactivated.b) Anti-ice systems are turned ON when icing

conditions exist as defined in AFM.

A 2 0 Both may be inoperative provided:a) Flight is not conducted in known or forecast

icing conditions, andb) Repairs are made within one flight day.

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31 – INDICATING/ 4. Remarks or ExceptionsRECORDING SYSTEMS

14-1 Master WarningSwitch Lights(Glareshield)(light function only)(604)

C 2 1

14-2 Master Caution SwitchLights (Glareshield)(light function only)(604)

C 2 1

14-3 MasterWarning/CautionPushbuttonAnnunciators(Glareshield)(605, 650)

C 2 1

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1) Warning Lights(light functiononly)

C 2 1

2) Caution Lights(light functiononly)

C 2 1

21-1 Clock C - 0 May be inoperative provided an accurate timepiece isoperative in the flight crew compartment indicating thetime in hours, minutes and seconds.

1) Universal TimeCo-ordinationDisplay (UTC)(605, 650)

C 1 0

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2) Flight Time (FT)(605, 650)

C 1 0|

3) Chronometer(CHR)(605, 650)

C 1 0 (O) May be inoperative provided alternate proceduresare established and used to determine elapsed time.

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4) LCD DisplaySegments / Mode(Annuns.)(605, 650)

C - - Individual segments or annunciations may beinoperative provided flight crews can readily determinemode of operation.

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31-1 Flight DataRecorder (FDR)

A - 0 May be inoperative provided:a) The aircraft does not exceed 8 further

consecutive flights with the FDR inoperative,and

b) A maximum of 72 hours have elapsed since theFDR was found to be inoperative, and

c) Any Cockpit Voice Recorder required to becarried is operative.

NOTE: The flight data recorder is considered to beinoperative when any of the followingconditions exist:(i) Loss of the flight recording function is

evident to the flight crew during the pre-flight check, e.g. by means of a systemstatus monitor; or

(ii) The need for maintenance has beenidentified by the system monitors, whereavailable, and the failure origin has notbeen identified; or

(iii) Analyses of recorded data ormaintenance actions have shown thatmore than 5 % of the total number ofindividual parameters (variable anddiscrete) required to be recorded for theparticular aircraft, are not beingrecorded properly.

A - 0 Up to 5% of the required parameters may beinoperative for a maximum of 90 calendar days or untilthe next maintenance inspection, whichever occursfirst.

D - - Any in excess of those required may be inoperativeprovided the FDR parameters are not required formonitoring purpose.

(Cont’d)

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40-1 Cursor Control Panel(CCP)(605, 650)

C 2 1 (O) Right side may be inoperative.

|1) Joystick C 2 1

C 2 0 May be inoperative provided:a) Maintenance Diagnostic Computer is

considered inoperative,b) If installed, Graphical Weather function is

considered inoperative, andc) If installed, Electronic Charts are considered

inoperative.

2) JSTKPushbuttons

C 2 0

3) MEMPushbuttons

D 6 0

4) CHARTPushbuttons

C 2 1

C 2 0 May be inoperative provided Electronic Charts, ifinstalled, are considered inoperative.

5) ZOOMPushbuttons

C 2 1

C 2 0 May be inoperative provided:a) Maintenance Diagnostic Computer is

considered inoperative,b) If installed, Graphical Weather function is

considered inoperative, andc) If installed Electronic Charts are considered

inoperative.

(Cont’d)

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40-1 Cursor Control Panel(CCP)(605, 650) |

6) OrientPushbuttons(located under theCHARTpushbutton)

C 2 1

C 2 0 May be inoperative provided:a) Maintenance Diagnostic Computer is

considered inoperative,b) If installed, Graphical Weather function is

considered inoperative, andc) If installed, Electronic Charts are considered

inoperative.

7) LWR FRMTPushbuttons

C 2 0

8) UPR MENUPushbuttons

C 2 1

9) LWR MENUPushbuttons

C 2 1 (O) One may be inoperative.

10) ESC Pushbuttons C 2 0

11) PUSH SELECTPushbuttons(Menu)

C 2 1

12) MENU ADV knobs C 2 1

13) DATA knobs(Menu)

C 2 1

14) TFC Pushbuttons

C 2 0

15) TR/WXPushbuttons

C 2 0

(Cont’d)

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40-1 Cursor Control Panel(CCP)(605, 650)(Cont'd)

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16) SUMRYPushbuttons

C 2 0

17) AC ELECPushbuttons

C 2 0

18) HYD Pushbuttons C 2 0

19) DC ELECPushbuttons

C 2 0

20) FLTPushbuttons

C 2 0

21) CAS Pushbuttons C 2 1 Right side may be inoperative

22) RADIOPushbuttons

C 2 1

23) FREQPushbuttons

C 2 1

24) 1/2 Pushbuttons

C 2 1

25) DME-HPushbuttons

C 2 1

26) IDENTPushbuttons

C 2 1

27) ATCPushbuttons

C 2 1

(Cont’d)

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40-1 Cursor Control Panel(CCP)(605, 650)(Cont'd)

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28) PUSH SELECTPushbuttons(Radio)

C 2 1

29) RADIO ADVknobs

C 2 1

30) DATA knobs(Radio)

C 2 1

41-1 EICAS Control Panel(ECP) DiscreteButtons(604)1) Without

SB 604-34-033a) CKLST B 1 0b) RCL B 1 0c) EMER B 1 0d) HYD B 1 0e) ELEC B 1 0f) UP B 1 0g) DN B 1 0h) SKP B 1 0i) F/CTL B 1 0j) Joystick B 1 0 May be inoperative provided UP and DN Discrete

Buttons are operative.

(Cont’d)

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41-1 EICAS ControlPanel (ECP)Discrete Buttons(604)(Cont’d)2) With

SB 604-34-033a) CKLST B 1 0b) RCL B 1 0c) EMER B 1 0d) HYD B 1 0e) ELEC B 1 0f) UP/PLAN B 1 0g) DN/SIDE B 1 0h) SKP/3D B 1 0i) F/CTL B 1 0j) Joystick B 1 0 May be inoperative provided UP/PLAN and DN/SIDE

Discrete Buttons are operative.

41-2 Data ConcentrationUnit (DCU)(604)

C - 2 (O) Any in excess of two may be inoperative provided:a) Associated AUDIO WARNING DISABLE

switch is selected, andb) Two separate audio warning channels are

verified operative before each flight.

NOTE 1 : In the event of a DCU 1 failure, both pilots’Master Warning and Master Caution lightswill not test during the lamp 1 test.

NOTE 2 : In the event of a DCU 2 failure, both pilots’Master Warning and Master Caution lightswill not test during the lamp 2 test.

NOTE 3 : Aircraft without SB 604-31-003 installed:In the event of either a DCU 1 or 2 failure, asubsequent TRU 2 failure will generate one"HOT" icon ITT engine indication. This iconshould be disregarded and the ITTmonitored.

(Cont’d)

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50-1 Auto CB Fail Light(10-ChannelAnnunciator)(600, 601, 601-3A,601-3R)

B 1 0 May be inoperative provided the BRT / DIM function onthe 10-channel annunciator panel is confirmedoperative prior to each flight.

50-2 Voice AdvisorySystem(600, 601, 601-3A, 601-3R) ***

C - 0 (M)(O) May be inoperative provided:a) System is secured, andb) Alternate procedures are established and

used.

D - 0 (M) May be inoperative provided:a) System is secured, andb) Routine procedures do not require its use.

50-3 Angle of AttackIndication System(Speed CueIndexer)(600, 601, 601-3A,601-3R)***

C - 0 (M)(O) May be inoperative provided:a) System is deactivated, andb) Alternate procedures are established and

used.

50-4 Speed CommandAttitude Thrust(SCAT) System(600, 601, 601-3A,601-3R)***

C - 0 (O) May be inoperative provided alternate proceduresare established and used.

D - 0 (M) May be inoperative provided:

a) System is secured, andb) Routine procedures do not require its use.

50-5 Canadian MarconiCorp Omega NavStatus DisplaySystem WARNINGRepeater lights(600)***

D 2 1 (M) May be inoperative provided:a) Light is not illuminated, andb) All individual warning lights are operative.

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61-1 Display Units

1) (604)A/C withoutSB 604-34-031)

B 6 5 EICAS display unit 1 or 2 may be inoperative providedthe display reversionary mode selector switches areoperative.

2) (604)For A/C 5500and up or withSB 604-34-031installed

B 6 5 (O) EICAS display unit 1 or 2 may be inoperativeprovided the display reversionary mode selectorswitches are operative.

61-2 Adaptive FlightDisplays(AFD)(605, 650)

B 4 3 (O) Right Inboard Display may be inoperative provided:a) Two Control Display Units are operative, andb) Unaffected displays reversion capabilities are

verified operative before the first flight of theday.

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3. Number Required For Dispatch

32 – LANDING GEAR 4. Remarks or Exceptions

30-1 Landing Gear SelectorHandle Anti-RetractionMechanism

C 1 0 (M) May be inoperative in the LOCKED position (down)provided the downlock release mechanism is operative.

30-2 Landing GearRetraction System(604, 605, 650)

A 1 0 (M) May be inoperative provided:a) Operations are conducted in accordance with

AFM Supplement 6 (Flight with Landing GearDown)

b) Operations are not conducted in known orforecast icing conditions,

c) Ground lock pins are installed to ensure allthree landing gears are locked downthroughout flight,

d) In-flight performance information given in theFlight Crew Operating Manual (FCOM), isused,

e) Extended overwater operations areprohibited,

f) Both pilot headsets are worn,g) Flight Compartment and Cabin Interphone

Systems are operative,h) Both Flap Power Drive Units (27-50-1) are

Operative,i) CAT II operations are prohibited, andj) Repairs are made within one flight day.

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43-1 Brake AccumulatorPressure Gauges

C 2 0 (M) One or both may be inoperative provided theaccumulator pre-charge pressure is checked using asuitable pressure gauge before the first flight of eachday.

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32 – LANDING GEAR 4. Remarks or Exceptions

43-2 Brake PressureIndications(600, 601, 601-3A,601-3R)

C 2 0 (M) One or both may be inoperative provided:a) Brake accumulator(s) nitrogen pressure is

checked prior to the first flight of each day,b) Capability of brake accumulators to retain

adequate hydraulic fluid for brakes is verifiedprior to the first flight of each day, and

c) Hydraulic Pressure Indication is operative.

44-1 Anti-Skid SystemChannels(604, 605, 650)

B 2 1 (M) Either the inboard or the outboard channel may beinoperative provided:

a) Inoperative channel is deactivated,b) Anti-skid is selected ON for take-off and

landing,c) Nosewheel Steering is operative,d) Ground Spoilers are operative,e) Both Thrust Reversers are operative,f) Operations are conducted in accordance with

AFM Supplement 8, Operations with AirplaneSystems Inoperative.

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45-1 Parking Brake Light(600, 601, 601-3A,601-3R)

C 1 0 (O) May be inoperative provided the amber anti-skidfail lights INBD FAIL and OUTBD FAIL illuminate as theparking brake is set.

47-1 EICAS Brake PressureIndications(604, 605, 650)

C 2 0 (M) One or both may be inoperative provided:a) Brake accumulator(s) nitrogen pressure is

checked prior to the first flight of the day,b) Capability of brake accumulators to retain

adequate hydraulic fluid for brakes is verifiedprior to the first flight of the day, and

c) Hydraulic Pressure Indication is operative.

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32 – LANDING GEAR 4. Remarks or Exceptions

50-1 Nosewheel SteeringSystem

C 1 0 (M) May be inoperative provided:a) Nosewheel steering system is selected off,b) Nose landing gear solenoid selector valve is

not failed open,c) Nosewheel is confirmed to be in a free-

castoring mode,d) Crosswind limit is 20 kts for take-off and

landing,e) Take-off and accelerate-stop distances are

increased by 2 %,f) Accelerate-stop distance available and runway

length available are reduced by 2 % whendetermining the AFM fields length limited take-off weight and V1 speed, and

g) Take-off or landing is not conducted on acontaminated runway.

NOTE 1 : Care should be taken when operating incongested areas, or on contaminatedsurfaces when using asymmetric thrust.

NOTE 2 : Excessive use of brakes may lead to fuseplug failure(s).

50-2 Remote Nose GearDoor ReleaseMechanism(Additional Handleand cablemechanism)***

D 1 0 (M) May be inoperative in the “DOOR CLOSED”position provided:

a) Mechanism is verified to be in the “DOORCLOSED” position, and

b) Actuator arm is secured in the “DOORCLOSED” position.

D 1 0 (M) May be inoperative in the “DOOR CLOSED”position provided:

a) Mechanism is verified to be in the “DOORCLOSED” position, and

b) Actuator arm is removed from the nose wheelwell fitting.

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33 – LIGHTS 4. Remarks or Exceptions

12-1 Lighting ControlPanels(Center Pedestal &L/R Facia Panels)(600, 601)1) Floodlight

System

a) BRT/DIMSystems

C 3 0 Any or all may be inoperative provided:a) BRT/DIM switch is selected to OFF position,

andb) Brightening System is operative.

C 3 0 May be inoperative provided:a) Cockpit lighting and intensity is sufficient for

crewmembers to perform their dutiesthroughout flight, and

b) Ensure that direct rays are shielded from flightcrewmember’s eyes.

b) BrighteningSystems

C 3 0 Any or all may be inoperative provided the associatedBRT/DIM system is operative.

C 3 0 May be inoperative provided:a) Cockpit lighting and intensity is sufficient for

crewmembers to perform their dutiesthroughout flight, and

b) Ensure that direct rays are shielded from flightcrewmember’s eyes.

2) InstrumentBrighteningSystems

C 3 0 May be inoperative provided:a) Cockpit lighting and intensity is sufficient for

crewmembers to perform their dutiesthroughout flight, and

b) Ensure that direct rays are shielded from flightcrewmember’s eyes.

3) Floor LightSystems

C 2 0 May be inoperative provided:a) Cockpit lighting and intensity is sufficient for

crewmembers to perform their dutiesthroughout flight, and

b) Ensure that direct rays are shielded from flightcrewmember’s eyes.

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33 – LIGHTS 4. Remarks or Exceptions

12-2 Lighting ControlPanels(Center Pedestal &L/R Facia Panels)(601-3A, 601-3R)

1) FloodlightSystem

a) BRT/DIMSystems

C 3 0 Any or all may be inoperative provided:a) BRT/DIM switch is selected to OFF position,

andb) Brightening System is operative.

C 3 0 May be inoperative provided:a) Cockpit lighting and intensity is sufficient for

crewmembers to perform their dutiesthroughout flight, and

b) Ensure that direct rays are shielded from flightcrewmember’s eyes.

b) BrighteningSystems

C 3 0 Any or all may be inoperative provided the associatedBRT/DIM system is operative.

C 3 0 May be inoperative provided:a) Cockpit lighting and intensity is sufficient for

crewmembers to perform their dutiesthroughout flight, and

b) Ensure that direct rays are shielded from flightcrewmember’s eyes.

2) InstrumentBrighteningSystems

C 3 0 May be inoperative provided:a) Cockpit lighting and intensity is sufficient for

crewmembers to perform their dutiesthroughout flight, and

b) Ensure that direct rays are shielded from flightcrewmember’s eyes.

(Cont'd)

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33 – LIGHTS 4. Remarks or Exceptions

12-2 Lighting ControlPanels(Center Pedestal &L/R Facia Panels)(601-3A, 601-3R)(Cont’d)

3) DigitsBrighteningSystem

C 1 0 May be inoperative provided:a) Cockpit lighting and intensity is sufficient for

crewmembers to perform their dutiesthroughout flight, and

b) Ensure that direct rays are shielded from flightcrewmember’s eyes.

4) Floor LightSystems

C 2 0 May be inoperative provided:a) Cockpit lighting and intensity is sufficient for

crewmembers to perform their dutiesthroughout flight, and

b) Ensure that direct rays are shielded from flightcrewmember’s eyes.

12-3 PBA BRT/DIMSystem(10-ChannelAnnunciator Panel)(600, 601,601-3A,601-3R)

C 1 0 May be inoperative provided the DIM mode is operativefor night operations.

C 1 0 May be inoperative provided the BRT mode isoperative for day operations.

12-4 OverheadInstrument PanelBrightening System

C 1 0 May be inoperative provided:a) Cockpit lighting and intensity is sufficient for

flight crewmembers to perform their dutiesthroughout flight, and

b) Ensure that direct rays are shielded from flightcrewmember’s eyes.

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12-5 Lighting ControlPanels(Center Pedestal)(604, 605, 650) |

1) FloodlightBrighteningSystems(604, 605, 650)

C 3 0 May be inoperative provided:a) Cockpit lighting and intensity is sufficient for

flight crewmembers to perform their dutiesthroughout flight, and

b) Ensure that direct rays are shielded from flightcrewmember’s eyes.

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2) IntegratedBrighteningSystems(604, 605, 650)

C 3 0 May be inoperative provided:a) Cockpit lighting and intensity is sufficient for

flight crewmembers to perform their dutiesthroughout flight, and

b) Ensure that direct rays are shielded from flightcrewmember’s eyes.

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3) DisplayBrighteningSystems

a) (604) C 3 0 May be inoperative provided:a) Cockpit lighting and intensity is sufficient for

flight crewmembers to perform their dutiesthroughout flight, and

b) Ensure that direct rays are shielded from flightcrewmember’s eyes.

b) PFD/MFDBrighteningSystems(605, 650)

C 4 0 May be inoperative provided:

a) Cockpit lighting and intensity is sufficient forflight crewmembers to perform their dutiesthroughout flight, and

b) Ensure that direct rays are shielded from flightcrewmember’s eyes.

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(Cont'd)

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12-5 Lighting ControlPanels(Center Pedestal)(604, 605, 650)(Cont'd)

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4) Floor LightSystems(604, 605, 650)

C 2 0 May be inoperative provided:a) Cockpit lighting and intensity is sufficient for

flight crewmembers to perform their dutiesthroughout flight, and

b) Ensure that direct rays are shielded from flightcrewmember’s eyes.

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5) Circuit BreakerPanel BrighteningSystem(604)

C 1 0 May be inoperative provided:

a) Cockpit lighting and intensity is sufficient forflight crewmembers to perform their dutiesthroughout flight, and

b) Ensure that direct rays are shielded from flightcrewmember’s eyes.

6) Circuit BreakerLighting ON/OFFSwitch(605, 650)

C 1 0 May be inoperative provided:

a) Cockpit lighting and intensity is sufficient forflight crewmembers to perform their dutiesthroughout flight, and

b) Ensure that direct rays are shielded from flightcrewmember’s eyes.

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12-6 Indicator (PBA)Lighting BRT/DIMSystem(604, 605, 650)

C 1 0 May be inoperative provided:a) Cockpit lighting and intensity is sufficient for

flight crewmembers to perform their dutiesthroughout flight, and

b) Ensure that direct rays are shielded from flightcrewmember’s eyes.

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13-1 Cockpit andInstrument PanelLighting Systems(Excluding EFIS)

C - - Individual lights may be inoperative provideda) Sufficient lighting is operative to make each

required instrument, control, and other devicefor which it is provided easily readable, and

b) Sufficient flight crew compartment emergencylighting is operative, and

c) Lighting configuration at dispatch is acceptableto the flight crew.

14-1 Map Reading Lights

1) 600, 601,601-3A 601-3R,604

C 2 0 May be inoperative provided:a) Cockpit lighting and intensity is sufficient for

crewmembers to perform their dutiesthroughout flight, and

b) Ensure that direct rays are shielded from flightcrewmember’s eyes.

2) 605, 650 C 4 0 May be inoperative provided:a) Cockpit lighting and intensity is sufficient for

crewmembers to perform their dutiesthroughout flight, and

b) Ensure that direct rays are shielded from flightcrewmember’s eyes.

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20-1 PassengerCompartmentLighting

C - - Individual lights may be inoperativeprovided:

a) Lighting is acceptable for the crew located inthe cabin to perform their required duties, and

b) Inoperative lights are not part of the cabinemergency lighting.

D - 0 May be inoperative provided passengers are notcarried.

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20-2 Miscellaneous Lights

1) Boarding andDome Lights(604)

D - 0

2) Boarding andCabin Lights(605, 650)

D - 0

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20-3 Lavatory Vanity /Reading Lights

D - 0

20-4 Cabin Signs (‘FastenSeat Belt’, ‘NoSmoking’ Signs,Return to Cabin,NO PED)

C - - (M)/(O) One or more may be inoperative providedaffected passenger seats, crew member seats orlavatories from which at least one cabin sign is notreadily legible are blocked and placarded ‘DO NOTOCCUPY’.

C - - (O) One or more may be inoperative and the affectedpassenger seats, crew member seats or lavatories maybe occupied provided a procedure is used to notifypassengers as appropriate.

C - - May be inoperative provided passengers are notcarried.

1) Aural ToneFunction

C - 0 (O) May be inoperative provided a procedure isestablished and used to verify that visual indicationsare taken into account by passengers.

2) AutomaticFunction

C - 0 (O) May be inoperative provided:a) Manual control function is operative, andb) An alternate procedure is established and

used.

25-1 Push ButtonAnnunciators (Lightfunction only)(604, 605, 650)

B - - One lamp may be inoperative in each independentmodule provided the nomenclature remains legible

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31-1 Service Lights D - 0

40-1 Position Lights(Navigation)1) Wing Tip Position

Light BulbsC 4 2 Two may be inoperative provided at least one bulb is

operative at each position.

C 4 0 All may be inoperative provided aircraft is not operatedat night.

2) Upper Aft PositionLight Bulb

C 1 0 May be inoperative provided Lower Aft Position Light isoperative.

C 1 0 May be inoperative provided aircraft is not operated atnight.

3) Lower Aft PositionLight Bulbsa) 600, 601,

601-3AC 2 1

C 2 0 Both may be inoperative provided Upper Aft PositionLight is operative.

C 2 0 Both may be inoperative provided aircraft is notoperated at night.

b) 601-3R,604, 605, 650

C 1 0 May be inoperative provided Upper Aft Position Light isoperative. |

C 1 0 May be inoperative provided aircraft is not operated atnight.

40-2 High Intensity orStrobe Light System

C 1 0 May be inoperative provided an approved Anti-CollisionBeacon Light System is installed and operative.

D - 0 May be inoperative provided aircraft is not operated atnight.

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40-3 Pulselight LandingLight System1) (600, 601, 601-3A,

601-3R, 604)***

C 1 0 (M) May be inoperative provided affected system isdeactivated.

40-4 Logo LightSystem***

D - 0

40-5 Taxi / RecognitionLights1) 600, 601 C 2 0 One or both may be inoperative provided both Landing

Lights are operative.

C 2 0 May be inoperative provided aircraft is not operated atnight.

2) 601-3A, 601-3R,604, 605, 650

C 2 0 One or both may be inoperative provided at least threeLanding Lights are operative. |

C 2 0 May be inoperative provided aircraft is not operated atnight.

42-1 Anti-Collision LightSystem

1) Fuselage Lights(Beacon or StrobeType)

NOTE: If the fuselage anti-collision light isinoperative, alternate procedures areestablished and used when the aircraft is onthe ground with engine(s) running.

C - 1 (O) Either the upper or the lower fuselage lights may beinoperative provided all white wing-tip strobe lights areoperative.

C - 0 (O) May be inoperative for daylight operations providedall white wing-tip strobe lights are operative.

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43-1 Wing IlluminationLight

B 2 0 (O) One or both may be inoperative provided a portablelamp/light of adequate capacity for wing and/or controlsurface inspection is available and used for nightoperations in icing conditions.

C 2 0 One or both may be inoperative provided operationsare not conducted at any time into known or forecasticing conditions.

C 2 0 One or both may be inoperative provided ground de-icing procedures do not require their use.

D 2 0 One or both may be inoperative for daylight operations.

44-1 Landing Lights1) 600, 601 B 2 1 One may be inoperative provided both Taxi /

Recognition Lights are operative.

C 2 0 One or both may be inoperative for daylight operations.

2) 601-3A, 601-3R,604, 605, 650

C 4 3|

B 4 1 Two or three may be inoperative provided both Taxi /Recognition Lights are operative.

C 4 0 All may be inoperative for daylight operations.

3) Pulse LightFunction(605, 650)

C 2 0 (M) May be inoperative provided Pulselight circuitbreaker is pulled and collared.

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50-1 Exterior EmergencyLights

B 4 0 Any may be inoperative for daylight operations.

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50-2 Cabin EmergencyLighting1) Overhead

EmergencyLighting (eachaisle)

B - - A maximum of one in four consecutive overheademergency lights (or light assemblies) may beinoperative

2) EXIT MarkingSigns

C - - Up to 50% of the bulbs/LEDs may be inoperative in oneor more signs provided the sign remains legible.

3) EXIT LocatorSigns

C - - Up to 50% of the bulbs/LEDs may be inoperative in oneor more signs provided the sign remains legible.

4) Floor ProximityLighting (Electricalor photoluminescentsystems)***

a) IndividualLights/strips

B - - Individual lights/strips may be inoperative providedcompliance is shown with minimum acceptable lightingas required by certification documents.

b) EXIT Markers/Identifiers

C - - Up to 50% of the bulbs/LEDs may be inoperative in oneor more signs provided the sign remains legible.

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34 – NAVIGATION 4. Remarks or Exceptions

10-1 Metric Altimeter(600, 601, 601-3A601-3R, 604)***

D 1 0

12-1 Mach Indications(600, 601)

B 2 1 (M) Pilot’s Mach Indicator may be inoperative providedthe remaining functions, IAS, Vmo and overspeed(aural) warning, Mach Trim, and TAS (read-out on theTAS/SAT/TAT indicator) are operative.

B 2 1 (M) Copilot’s Mach Indicator may be inoperativeprovided both Mach trim and aural warnings areoperative.

B 2 0 Both Mach Indicators may be inoperative providedmaximum altitude is limited to FL 320 and maximumairspeed is limited to 250 KIAS.

12-2 Copilot’s AltimeterVibrator(600, 601)

B 1 0 May be inoperative for day VMC provided the ATCtransponder # 1 is used to transmit altitude data to AirTraffic Control Stations.

12-3 Vmo Indicator(Barber Pole)(600, 601)

A 2 1 (M) One may be inoperative provided:a) Both Mach airspeed indicators are operative,b) Inoperative Vmo indicator is on non-flying pilot

side,c) Airspeed aural warning (clacker) is operative,

andd) Repairs are made within ten flight hours.

12-4 Mach AirspeedIndicators (MASIs)(601-3A, 601-3R)

B 2 1 (M) Copilot’s (right) MASI may be inoperative providedthe Standby Airspeed Indicator is operative.

B 2 1 (M) Either MASI may be inoperative provided:a) Cross-side MASI is operative, andb) Air Data Computer is operative.

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12-4 Mach AirspeedIndicators (MASIs)(601-3A, 601-3R)(Cont’d)

B 2 0 Both MASIs may be inoperative provided:a) Maximum altitude is limited to

FL 320, andb) Maximum airspeed is limited to

250 KIAS.

12-5 Standby AirspeedIndicator(600, 601 ***)(601-3A, 601-3R,604)

B 1 0 May be inoperative for day VMC.

12-6 Standby Altimeter(601-3A, 601-3R)

B 1 0 May be inoperative provided:a) Radio Altimeter is operative, andb) Flight is conducted in day VMC.

12-7 Integrated StandbyInstrument System(ISIS)(600, 601, 601-3A, 601-3R, 604) ***(605, 650) |

1) Nav Function C 1 0

2) AttitudeFunction

B 1 0 (M) May be inoperative provided:a) Operations are conducted in day VMC, andb) Instrument attitude display is covered.

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3. Number Required For Dispatch

34 – NAVIGATION 4. Remarks or Exceptions

13-1 True Airspeed(TAS), Static AirTemperature (SAT),Total AirTemperature (TAT),Indicating Systems(600, 601, 601-3A,601-3R)

1) TAS Indication C 1 0 May be inoperative provided other required systems(FMS, OMEGA, etc) do not depend on TAS data.

2) SAT Indication C 1 0 May be inoperative provided:a) TAT is operative,b) Other required systems (FMS, OMEGA, etc)

do not depend on SAT data, andc) TAT/SAT conversion method is provided.

3) TAT Indication C 1 0 May be inoperative provided SAT is operative.

13-2 Vertical SpeedIndicators (VSIs)(600, 601, 601-3A,601-3R)

C 2 1 One may be inoperative provided the operative VSI onthe pilot’s in command side.

C 2 1 One may be inoperative for operations under day VMCprovided procedures do not require its use.

17-1 Altitude AlertingSystem

1) (600, 601,601-3A,601-3R,)

B - 0 (O) May be inoperative provided:a) An autopilot with an altitude hold and altitude

capture is operative, andb) Alternate procedures are established and

used.

(Cont’d)

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17-1 Altitude AlertingSystem(Cont’d)2) (604, 605, 650) B 2 0 (O) Except where enroute operations require its use,

may be inoperative provided:a) Autopilot with altitude hold and altitude capture

operates normally,b) Each crewmember side has the altitude tape

operative on the displays, andc) Alternate procedures are established and

used.

|

D 2 1 One may be inoperative.

3) Aural Alert(604, 605, 650)

C 1 0 May be inoperative provided:a) Visual alert operates normally, andb) Auto-pilot with altitude hold and altitude

capture operates normally,

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4) Visual Alert(604, 605, 650)

C 1 0 May be inoperative provided:a) Aural alert operates normally, andb) Auto-pilot with altitude hold and altitude

capture operates normally,

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5) Visual Alert(600, 601,601-3A,601-3R)

C 1 0 May be inoperative provided auto-pilot with altitudehold and altitude capture operates normally:

20-1 Attitude ReferenceSystem Sensors(excludes Standby)(600, 601 ***)

C - 2 Any in excess of two may be inoperative provided:a) Operations are conducted under VFR, andb) Independent attitude indicating system is

operative and available at each pilot’s station.

NOTE: A secondary/standby indication cannot satisfythe above condition (b).

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21-1 InstrumentComparator Monitor(601)

C 1 0 May be inoperative provided approach minimums arenot dependent on its use.

21-2 Non-EFIS ADIAnnunciators /Displays(600, 601)

1) GlideslopePointers

B 2 0 One or both may be inoperative provided GlideslopePointers are operative on the adjacent HSI.

B 2 0 One or both may be inoperative provided proceduresare not dependent on their use.

2) LocalizerPointers

B 2 0 One or both may be inoperative provided LocalizerPointers are operative on the adjacent HSI.

B 2 0 One or both may be inoperative provided proceduresare not dependent on their use.

3) Pitch and RollCommand Bars

B 2 0 One or both may be inoperative provided approachminimums are not dependent on their use.

4) Radio AltimeterDisplay

C - - May be inoperative provided weather minimums oroperating procedures are not dependent on its use.

NOTE: Category II operation prohibited in thisconfiguration.

5) Rate of TurnIndicators(600, 601)

C 2 0 Both may be inoperative provided:a) Associated Turn and Slip-Skid indicators are

operative andb) Standby Attitude Indicator is operative.

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21-3 Non-EFIS HSIAnnunciators /Displays (600, 601)

1) BearingPointers

C 2 1 May be inoperative provided:a) A stabilised direction indication is operative on

the pilot’s-in-command side, andb) Magnetic/standby compass is operative.

B 2 1 (O) May be inoperative provided:a) Operations are conducted under day VFR,b) The stabilised direction indication is displayed

at each required pilot’s station, andc) Magnetic/standby compass is operative.

2) DistanceMeasuringEquipment(DME) Displays

C 2 0 As required by regulations.

3) GlideslopePointers

B 2 0 One or both may be inoperative provided GlideslopePointers are operative on the adjacent ADI.

B 2 0 One or both may be inoperative provided proceduresare not dependent on their use.

4) HeadingDisplays

B 2 1 One may be inoperative provided:a) Standby Compass is operative, andb) Adjacent RMI is operative.

5) LocalizerPointers

B 2 0 One or both may be inoperative provided LocalizerPointers are operative on the adjacent ADI.

B 2 0 One or both may be inoperative provided proceduresare not dependent on their use.

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22-1 Electronic FlightInstrument System(EFIS)(600, 601 ***)(601-3A, 601-3R)

1) SymbolGenerators

C 3 2 (O) One may be inoperative provided:a) EFIS displays at pilot’s and co-pilot’s stations

are independent, andb) Procedures are established to provide for loss

of the associated Multi-Function Display(MFD).

2) Multi-FunctionDisplay

C 1 0 May be inoperative provided:a) Procedures are not dependent on its use, andb) Weather Radar information is available at each

pilot’s station or the Weather Radar Systemmust be considered inoperative.

22-2 Turn Slip/SkidIndication(600, 601, 601-3A,601-3R)

C 2 1 One may be inoperative provided the operativeslip/skid indication is on the pilot’s in- command station.

23-1 Vertical NavigationSystem (VNAV)(600,601)

C 1 0 Except for RVSM Operations may be inoperative.

23-2 Inertial ReferenceSystems (IRSs)

1) 600, 601 *** C - 0 Except when enroute or terminal operations require itsuse, may be inoperative provided:

a) Independent attitude indication is selected ateach pilot’s station, and

b) Independent directional compass indication isselected at each pilot’s station.

2) (601-3A,601-3R, 604)

C - 2 Any in excess of two may be inoperative provided:a) Independent attitude indication is available at

each pilot’s station, andb) Independent directional compass indication is

available at each pilot’s station.(Cont'd)

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23-2 Inertial ReferenceSystems (IRSs)(Cont’d)

3) (605, 650) C - 2 Any in excess of two may be inoperative provided:a) Independent attitude indication is available at

each pilot’s station,b) Independent directional compass indication is

available at each pilot’s station, andc) Autothrottle system (22-30-1) is considered

inoperative when the left Inertial ReferenceSystem is inoperative.

|

23-3 Inertial DisplaySystem(601-3A, 601-3R)

1) Inertial SystemDisplay Unit(ISDU)***

D - 0 (O) May be inoperative provided alternate procedure isestablished and used.

2) Lasertrak -NavigationDisplay Unit(NDU)***

D - 0 (O) May be inoperative provided alternate procedure isestablished and used.

23-4 Emergency BatteryPacks for BackupCOMM / NAV***

D - 0

23-5 IRS Back-upBatteries

1) 600, 601 *** D - 0

2) 601-3A, 601-3R C - 1 Any in excess of one may be inoperative providedaircraft is not operated more than 60 minutes from asuitable airport.

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25-1 DirectionalCompass SystemSensors (excludesStandby)

C - 2 Any in excess of two may be inoperative provided:a) Independent directional compass indicating

system is operative and available at eachpilot’s station, and

b) Affected switches are not operated in flight.

27-1 Magnetic Compass(Standby)

B 1 0 May be inoperative provided any combination of threegyro or INS (IRU) stabilized compass system areoperative.

B 1 0 May be inoperative provideda) Any combination of two Gyro or INS (IRU)

stabilized compass system are operative, andb) Aircraft is operated:

1. With dual independent navigationcapability, and

2. Under positive radar control by ATC duringthe enroute flight phase, or one of thenavigation systems is a TSO’d GPS whichprovided track information.

C 1 0 (O) May be inoperative for flights that are entirely withinareas of magnetic unreliability provided at least twostabilized directional gyro systems are installed,operative and, an appropriate navigation technique isestablished and used.

28-1 Standby AttitudeIndicator

1) 600, 601 B 1 0 May be inoperative provided flight is conducted in dayVMC.

2) 601-3A, 601-3R, 604

B 1 0 May be inoperative provided:a) Flight is conducted in day VMC, andb) Independent attitude indication is available at

each pilot’s station.

32-1 Head-up GuidanceSystems***

D 1 0 (M) May be inoperative provided procedures are notdependent on its use.

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32-2 Enhanced VisionSystem (EVS)STC SA10-63***

D - 0 (M) May be inoperative provided EVS is deactivated.

NOTE: Where the EVS image is adversely affected,the system is to be considered inoperative.

1) EVS Yoke Switch D - 0 May be inoperative provided EVS is consideredinoperative.

34-1 Synthetic VisionSystem (SVS)(including Database)(605***, 650)

D 1 0 (O) May be inoperative provided SVS is deactivated.

NOTE: SVS is considered inoperative if associateddatabase is out of date.

||||

40-1 Windshear AlertSystem***

C - 0

(If not required byregulation)

D - 0 (O) May be inoperative provided alternate proceduresare established and used.

40-2 Stormscope System***

D - 0

40-3 Lightning DetectionSystem (LDS)***

D - 0

41-1 Weather RadarSystem

C 1 0 May be inoperative provided no thunderstorm or otherpotentially hazardous weather conditions, regarded asdetectable with the airborne weather detection system,are forecasted along the route.

NOTE: The route corresponds to any point on theroute including diversions to reach alternateaerodromes required by the operational rules.

41-2 Weather RadarControl Panel(600,601,601-3A 601-3R, 604)

C 1 0 May be inoperative provided no hazardous weatherconditions or thunderstorms are forecast in the area ofthe planned route.

D - 1

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42-1 Radio AltimeterSystems

C - 0 (O) May be inoperative provided:a) Radio altitude data is either available to, or not

required by other required systems, andb) Approach minimums or operating procedures

are not dependent on its use.

NOTE 1 : Radio altitude data is required for Autopilot,Flight Director System, TCAS, GPWS(TAWS) and Autothrottle System (ATS).

NOTE 2 : (605, 650) (604 with ATS) ATS retard modenot available when pilot’s radio altimeter isinoperative.

NOTE 3 : EFIS COMP INOP (Caution) message mightbe displayed.

|

42-2 Terrain Awarenessand WarningSystem (TAWS)

1) GPWS/TAWS A 1 0 May be inoperative for a maximum of 6 flights or 2calendar days, whichever occurs first.

C - 0 Any in excess of those required may be inoperative.

a) Modes1 to 4

B 4 0 One or more mode may be inoperative provided FLTAand PDA functions are operative.

b) Test Mode A 1 0 May be inoperative for a maximum of 6 flights or 2calendar days, whichever occurs first.

c) GlideslopeDeviation(Mode 5)

B - 0 May be inoperative.

C - 0 May be inoperative for day VMC only.

d) AdvisoryCallouts(Mode 6)***

C - 0 (O) May be inoperative provided:a) Low visibility approaches requiring the use of

affected callouts are not performed, andb) Alternate procedures are established and used.

NOTE: Check Flight Manual limitations for approachminima.

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(Cont’d)

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42-2 Terrain Awarenessand WarningSystem (TAWS)(Cont’d)

e) WindshearReactiveMode(Mode 7)***

B 1 0 (O) May be inoperative provided alternate proceduresare established and used

NOTE: Operator’s alternate procedures shouldinclude reviewing windshear avoidance andwindshear recovery procedures.

|

||

C 1 0 (O) May be inoperative provided:a) Alternate procedures are established and used,

andb) Windshear Detection and Avoidance System

(Predictive) is operative.

2) Terrain System– ForwardLooking TerrainAvoidance(FLTA) andPrematureDescent Alert(PDA) Functions***

B 1 0 May be inoperative provided:a) Mode 1-4 are operative, andb) Approach procedures do not require its use.

3) Terrain Displays C - 1

B - 0

4) RunwayAwareness andAdvisory System(RAAS)(Includes SmartRunway / SmartLanding (SR/SL)functions(605***, 650))

C 1 0 (O) May be inoperative provided the RAAS system isselected OFF.

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43-1 Traffic CollisionAvoidance System(TCAS)TCAS II(605)(600, 601, 601-3A,601-3R, 604)***(Including TCASfunction of theTraffic SurveillanceSystem (TSS)(650))

A - 0 (M)(O) May be inoperative for a maximum of 10calendar days provided:

a) TCAS is deactivated, andb) Operating procedures do not require its use.

|||||

C - - (M) Any in excess of those required may be inoperativeprovided it is deactivated.

1) CombinedTraffic Alert (TA)and ResolutionAdvisory (RA)Dual Displays

C 2 1 (O) May be inoperative on the pilot side monitoring’sside provided:

a) TA and RA elements and audio functions areoperative on the pilot flying’s side, and

b) TA and RA display indications are visible to thepilot monitoring.

2) RA DisplaySystems

C 2 1 (O) One may be inoperative on the pilot monitoringside.

C 2 0 (O) One or both may be inoperative provided:a) All Traffic Alert (TA) display elements and voice

command audio functions are operative,b) TA only mode is selected by the crew, andc) Operating procedures do not require its use.

3) TA DisplaySystem(s)

C - 0 (O) One or more may be inoperative provided:a) RA display and audio functions are operative,

andb) Operating procedures do not require its use.

TCAS I(600, 601, 601-3A,601-3R)***

1) TCAS DisplaySystem(s)

C - 0 May be inoperative provided all installed audiofunctions are operative.

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50-1 Long RangeNavigation Systems(OMEGA, LORAN,VLF, GPS, etc)(600, 601, 601-3A,601-3R, 604)***

C - - (O) One or more may be inoperative provided:a) The navigation systems required for each

segment of the intended flight route areoperative, and

b) Alternate procedures are established and used,where applicable.

50-2 Canadian MarconiONA-T16 StatusDisplay System(SDS)***

D - 0

51-1 VHF NavigationSystems (VOR /ILS)1) ILS B - 0 May be inoperative under IFR operations provided

approaches and missed approaches where navigationis based on ILS are not included in the flight plan.

D - 0 May be inoperative under VFR operations.

2) VOR C - - (O) One or more may be inoperative provided:a) The navigation systems required for each

segment of the intended flight route areoperative, and

b) Alternate procedures are established and used,where applicable.

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51-2 Marker BeaconSystems

C - 0 May be inoperative under IFR operations providedapproach procedures do not require marker fixes.

D - 0 May be inoperative under VFR operations.

51-3 NAV / COM / ADF /ATC System(600, 601 ***)(601-3A, 601-3R)1) Preselect Tuning C - 0 May be inoperative provided direct tuning mode is

operative.

2) MemoryChannels

C - 0 May be inoperative provided direct tuning mode isoperative.

51-4 Radio MagneticIndicators (RMIs)1) (600, 601) C 2 0 One or both may be inoperative provided both HSIs are

operative.

2) (601-3A, 601-3R)***

C - 0 May be inoperative provided both EHSIs are operative.

52-1 Automatic DirectionFinding (ADF)Systems

C - - (O) One or more may be inoperative provided:

a) The navigation systems required for eachsegment of the intended flight route areoperative, and

b) Alternate procedures are established andused, where applicable.

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53-1 Distance MeasuringEquipment (DME)Systems

C - - (O) One or more may be inoperative provided:a) The navigation systems required for each

segment of the intended flight route areoperative,

b) Alternate procedures are established andused, where applicable, and

c) FMS accuracy without DME update isacceptable for the intended operation(600, 601 ***)(601-3A, 601-3R, 604, 605, 650) |

53-2 DME RepeaterIndicators

D - 0

***

54-1 Air Traffic Control(ATC) Transponders)Mode A/C(Includes transponderfunction of TrafficSurveillance System(TSS)(650))

A - 0 May be inoperative for a maximum of 5 flights provided:a) Flight is conducted under VFR over routes

navigated by reference to visual landmarks,and

b) Permission is obtained from the Air NavigationService Provider(s) along the route or anyplanned diversion.

NOTE: Mode C function is required to be operative forRVSM operations.

||||||

D - - Any excess of those required may be inoperative.

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54-2 ATC TransponderMode S(Includes transponderfunction of TrafficSurveillance System(TSS)(650))

C - 0 One or more may be inoperative provided permission isobtained from the Air Navigation Service Provider(s)when required for the intended flight route.

NOTE 1: An ATC transponder with an operativeMode S function is defined as atransponder which can provide, at least,Elementary Surveillance capability.

NOTE 2: Elementary Surveillance (ELS) capability(Mode S including Aircraft Identificationand Pressure Altitude Reporting) isrequired in European Mode S designatedairspace.

NOTE 3: Altitude reporting, provided by an ATCtransponder Mode S function, is requiredfor TCAS II operation. Refer to item 34-40for flight with TCAS II inoperative.

NOTE 4: Altitude reporting, provided by an ATCtransponder Mode S function, is requiredfor flight into RVSM airspace.

||||||

D - - Any in excess of those required for the intended flightroute, may be inoperative.

Note: An ATC transponder with an operative Mode Sfunction is defined as a transponder which can provide,at least, Elementary Surveillance capability.

1) EnhancedSurveillanceFunctionsa) Elementary

and EnhancedDownlinkAircraftParameters(604 withSB604-34-040 orSB604-34-041)(605, 650)

C - 0 One or more Downlinked Aircraft Parameters (DAPs),which provide Enhanced Surveillance, may beinoperative when required for the intended flight route.

NOTE: Mode C function is required to be operative forRVSM operations.

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54-2 ATC TransponderMode S(Cont’d)

1) EnhancedSurveillanceFunctions(Cont’d)

a) ElementaryandEnhancedDownlinkAircraftParameters(604 withSB604-34-040orSB604-34-041)(605, 650)(Cont’d)

|

D - 0 One or more Downlinked Aircraft Parameters (DAPs),which provide Enhanced Surveillance, may beinoperative when not required for the intended flightroute.

2) Extended Squitter(ADS-B OUT)Transmissiona) ADS-B

SquitterTransmissions(604 withSB 604-34-058and605 withSB 605-34-013) orSB605-34-030)(650)

C - 0 One or more extended squitter transmissions may beinoperative when required for the intended flight route.

||

(Cont’d)

D - 0 One or more extended squitter transmissions may beinoperative when not required for the intended flightroute.

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54-3 Remote TransponderIdent Buttons***

D - 0 (M) All may be inoperative provided:a) IDENT button had not faulted to the ON

condition, andb) IDENT button on Transponder Control Unit /

RTU is operative.

60-1 Datanav System***

D - 0

60-5 Global PositioningSystem (GPS)(605, 650)

C 2 0 (O) One or both may be inoperative provided:a) The navigation systems required for each

segment of the intended flight route areoperative, and

b) Alternate procedures are established and used,where applicable.

|

D 2 0 May be inoperative provided:a) Operations are conducted under VFR, andb) Applicable airspace requirements are complied

with.

61-1 Flight ManagementSystems (FMS)

1) (600, 601)***

C - 0 (O) Except when operations require its use, may beinoperative provided alternate procedures areestablished and used.

2) (601-3A, 601-3R) C - 1 Except when enroute operations require dual FMS use,any in excess of one may be inoperative.

3) (604 withoutSB 604-34-031)

C - 1 Except when enroute operations require dual FMS use,any in excess of one may be inoperative.

NOTE: Autothrottle system is consideredinoperative when the FMS No. 1 isinoperative (604 with autothrottle system).

(Cont'd)

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61-1 Flight ManagementSystems (FMS)(Cont’d)

4) (604 withSB 604-34-031)

C - 1 (O) Except when enroute operations require dual FMSuse, any in excess of one may be inoperative.

NOTE 1: Autothrottle system is consideredinoperative when the FMS No. 1 isinoperative (604 with autothrottle system).

NOTE 2: When operating with a single FMSoperative, FMS-computed take off andapproach performance (FMS V speed)and FMS-computed N1 thrust data mustbe verified using applicable AFM data.

|

||

5) (605, 650) |a) Flight

ManagementComputer(No. 1 and No. 2)

C 2 1 (O) Except when enroute operations require dual FMSuse, any in excess of one may be inoperative:

a) One GPS system is operative, andb) Autothrottle system is considered inoperative

when the FMS No. 1 is inoperative.

NOTE: When operating with a single FMS operative,FMS-computed take off and approachperformance (FMS V speed) and FMS-computed N1 thrust data must be verifiedusing applicable AFM data.

|

||

b) ControlDisplayUnits(No. 1 and No. 2)

C 2 1 (O) CDU 2 may be inoperative provided:a) All Adaptive Flight Displays (AFD) are

operative,b) Associated Flight Management Computer is

considered inoperative,c) CDU 2 INHIB switch/light is pressed in, andd) Both Cursor Control Panels (CCP) are

operative.

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(Cont’d)

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61-1 Flight ManagementSystems (FMS)(Cont'd)

5) (605, 650) (Cont’d)

|

c) CDU RadioTuningFunction(No. 1 and No. 2)

C 2 1 (O) CDU Radio Tuning No. 2 may be inoperativeprovided:

a) All Adaptive Flight Displays (AFD) areoperative,

b) Radio tuning reversion capabilities are verifiedoperative before each flight., and

c) CDU 2 INHIB switch/light is pressed ind) Both Cursor Control Panels (CCP) are

operative.

d) FlightManagementComputer(FMC)No. 3***

D 1 0

e) ControlDisplay Unit(CDU)No. 3***

D 1 0

(Cont’d)

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34 – NAVIGATION 4. Remarks or Exceptions

61-1 Flight ManagementSystems (FMS)(Cont'd)

6) NavigationDatabases

NOTE: A database which is out of date is consideredto be inoperative.

A - 0 (O) One or more may be out of date for a maximum of10 calendar days provided:

a) Area Navigation (RNAV/RNP) departure,arrival and approach procedures are checkednot to depend on the data amended in thecurrent database cycle or Conventional (Non-RNAV/RNP) or ANSP assistance are used asan alternative to RNAV/RNP procedures whichhave been amended in the current databasecycle,

b) Before each flight, current aeronauticalinformation is used to verify the databaseNavigation Fixes, the coordinates, frequencies,status (as applicable) and suitability ofNavigation Facilities required for the intendedflight route, and

c) Radio navigation aids, which are required to beflown for departure, arrival and approachprocedures and which have been amended inthe current database cycle, are manually tunedand identified.

C - 0 (O) One or more may be inoperative for the intendedflight route where conventional (non-RNAV/RNP)navigation is sufficient, provided:

a) Current aeronautical information (e.g. charts) isavailable for the entire route and for theaerodromes to be used,

b) Navigation database information isdisregarded, and

c) Radio navigation aids, which are required to beflown for departure, arrival and approachprocedures are manually tuned and identified..

(Cont’d)

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34 – NAVIGATION 4. Remarks or Exceptions

61-1 Flight ManagementSystems (FMS)(Cont'd)

C - 1 (O) Any in excess of one may be inoperative provided:a) The operative database must be up to date for

routes, departures, arrival and approachprocedures that require the use of navigationDatabase for RNAV/RNP,

b) The operative database is available and usedby the flight crew member(s) responsible fornavigation, and

c) Radio navigation aids, which are required to beflown for departure, arrival and approachprocedures are manually tuned and identified.

61-2 Flight ManagementSystem (FMS)Performance DataBase (604, 605, 650)

D - 0 (O) May be inoperative (not installed) providedalternate procedures are established and used.

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61-3 Data Base Unit (DBU)(604, 605, 650)

C 1 0|

61-4 Flight ManagementSystem (FMS) VspeedData Base(604, 605, 650)

D - 0 (O) May be inoperative (not installed) providedalternate procedures are established and used.

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61-5 Flight ManagementSystem (FMS) N1Thrust Data Base(604***, 605, 650)

D - 0 (O) May be inoperative (not installed) providedalternate procedures are established and used.

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35 – OXYGEN 4. Remarks or Exceptions

10-2 Crew OxygenPressure Gauge(600, 601, 601-3A,601-3R)

C 1 0 (M) May be inoperative provided both the fill pointgauge and the bottles mounted gauge are checkedprior to each flight.

12-1 Crew OxygenPressure(604, 605, 650) |

1) EICAS Readout C 1 0 (M) May be inoperative provided the Ground ServicePanel pressure gauge or the bottle pressure gauge isoperative and checked prior to each flight.

2) Ground ServicePanel PressureGauge

C 1 0 May be inoperative provided the EICAS Readout or thebottle pressure gauge is operative and checked prior toeach flight.

3) Bottle PressureGauge

C - 0 One or more may be inoperative provided theassociated flight crew compartment pressure indicationis operative.

20-1 Passenger OxygenSystem

B 1 0 (M)(O) May be inoperative provided:a) Maximum altitude is limited to 10 000 ft

pressure altitude,b) An adequate supply of fresh air is provided to

the cabin, andc) Passengers are appropriately briefed

B 1 0 (O) May be inoperative provided:a) Maximum altitude is limited to 25 000 ft

pressure altitude,b) Air conditioning packs are operative,c) All components of the pressurisation system

are operative,d) Aeroplane is able to descend within 4 minutes

to a cabin pressure altitude of 13 000 ft at allpoints along the route to be flown,

e) Portable oxygen units are available for allrequired cabin crew members,

(Cont’d)

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35 – OXYGEN 4. Remarks or Exceptions

20-1 Passenger OxygenSystem(Cont’d)

f) Sufficient oxygen quantity is available for atleast 10 % of the passengers for the entireflight time when the cabin pressure altitude isbetween 10 000 ft and 13 000 ft following adecompression event at the most critical pointof the intended flight route, and

g) Passengers are appropriately briefed.

20-2 Passenger OxygenSystem – AutomaticPresentationSystem1) (604, 605, 650) C 1 0 May be inoperative provided:

a) The manual deployment from the flight crewcompartment is operative, and

b) The maximum altitude is limited to 30 000 ftpressure altitude

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2) (600, 601,601-3A, 601-3R,604)

C 1 0 (O) May be inoperative provided:a) Maximum altitude is limited to 25 000 ft

pressure altitude, andb) Aeroplane is able to descend within 4 minutes

to a cabin pressure altitude of 13 000 ft at allpoints along the route to be flown.

20-3 Passenger ServiceUnits (PSUs)

B - - (M)(O) One or more may be inoperative provided:a) Affected seats are blocked and placarded to

prevent occupancy,b) Units are operative for all operative passenger

seats, toilet compartments and cabin crewlocations.

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35 – OXYGEN 4. Remarks or Exceptions

20-4 Lavatory OxygenSystem

C 1 0 May be inoperative provided:a) The lavatory is not used for any purpose, andb) The lavatory door is locked and placarded

“INOPERATIVE DO NOT ENTER”.

NOTE: This does not preclude storage of in-flightservice waste bags in the associatedlavatory.

C 1 0 May be inoperative provided the aircraft is not operatedabove FL250.

50-1 First-Aid Oxygen D - - (M)(O) Any portable oxygen dispensing unit in excessof those required may be inoperative or missingprovided:

a) Required distribution of operative units ismaintained throughout the aircraft,

b) The inoperative portable oxygen dispensingunit is placarded inoperative, and

c) Procedures are established and used to alertcrew members of inoperative or missingequipment.

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36 – PNEUMATICS 4. Remarks or Exceptions

10-1 Engine Bleed AirSOVs (14th Stage)(601, 601-3A, 601-3R, 604,605, 650)

C 2 1 (M) One may be inoperative provided: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) Flight is not conducted in known or forecast

icing conditions,e) Aircraft is operated at or below

FL 400, andf) 14th Stage Engine Bleed Air Isolation Valve is

operative.

NOTE: Refer to MMEL Item 78-30-1.

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20-1 Bleed Air PressureIndicators (LH &RH)

1) 8th Stage(600)

C 2 1 (O) One may be inoperative provided procedures areused to ensure that the pressure is present at bothsides.

2) 10th Stage(601, 601-3A,601-3R)

C 2 1 (O) One may be inoperative provided procedures areused to ensure that the pressure is present at bothsides.

20-2 EICAS Bleed AirPressure Readout(604, 605, 650)

C 2 1 (O) One may be inoperative provided procedures areused to ensure that the pressure is present at bothsides. |

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36 – PNEUMATICS 4. Remarks or Exceptions

23-1 Bleed Air OverheatSensing Loops A andB

1) 600, 601, 601-3A,601-3R

C 2 1 Either loop A or B may be inoperative provided:a) Remaining loop is operative, andb) DUCT MON switch is selected to operative

loop position.

2) 604, 605, 650 C 2 1 (O) Either loop A or B may be inoperative providedneither loop is failed open.

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38 – WATER/WASTE 4. Remarks or Exceptions

10-1 Potable WaterSystem

C - 0 (M) May be inoperative provided appropriateprocedures are established to deactivate applicablesystem components (i.e. tank drained) to prevent itsservicing, inspect system for leaks, and to provide forcrewmember inspection.

10-2 Lavatory WasteSystems1) If more than

one lavatory(IncludesWheelchairAccessibleLavatories)

C - 1 (M) (O) May be inoperative provided:a) Waste is drained and system is inspected for

leakage,b) Procedures are established to deactivate

system components, andc) Lavatory door is locked closed and placarded

“INOPERATIVE - DO NOT ENTER”.

D - - (M)(O) Individual components may be inoperativeprovided:

a) Associated components are deactivated orisolated, and

b) Associated system components are verified notto have leaks.

NOTE: Any portion of the system that operatesnormally may be used.

2) If one lavatory(IncludesWheelchairAccessibleLavatories)

C - 0 (M)(O) May be inoperative provided:a) Waste is drained and system is inspected for

leakage,b) Procedures are established to deactivate

system components, andc) Lavatory door is locked closed and placarded

“INOPERATIVE - DO NOT ENTER”.

NOTE 1 : The (O) procedure addresses other meansfor water provision for crew members aswell as the need to advise of system statusduring crew changes

(Cont’d)

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38 – WATER/WASTE 4. Remarks or Exceptions

10-2 Lavatory WasteSystems(Cont’d)2) If one lavatory

(IncludesWheelchairAccessibleLavatories)(Cont’d)

D - - (M)(O) Individual components may be inoperativeprovided:

a) Associated components are deactivated orisolated, and

b) Associated system components are verified notto have leaks.

NOTE: Any portion of the system that operatesnormally may be used.

10-3 Lavatory ExternalService Cap

C 1 0 (M) May be inoperative or missing provided:a) The waste valve is verified closed prior to each

flight, andb) No leakage can be detected after each

servicing.

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45 – CENTRAL 4. Remarks or ExceptionsMAINTENANCE SYSTEMS

45-1 MaintenanceDiagnostic Computer(MDC)(604, 605, 650)

C 1 0 (O) May be inoperative provided:a) Electronic Checklists if installed is considered

inoperative, andb) Alternate procedures are established and

used.

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46 –INFORMATION SYSTEMS 4. Remarks or Exceptions

10-1 Electronic FlightBags

C - 0 (M)(O) May be inoperative provided alternateprocedures are established and used where operatingprocedures require the use of the affected EFB.

1) Class 2 EFBa. Mounting

Device***

C - 1 (M)(O) Any in excess of one may be inoperativeprovided the affected EFB is secured by an alternativemeans.

C - 0 (M)(O) May be inoperative provided:a) The associated EFB is used in accordance with

Class 1 EFB stowage criteria, andb) Alternate procedures are established and used

where operating procedures require the use ofthe affected EFB.

b. DataConnectivity***

C - 1 (M)(O) Any in excess of one may be inoperativeprovided an alternative means of data connectivity isused.

C - 0 (M)(O) May be inoperative provided alternateprocedures are established and used where operatingprocedures require the use of the affected EFB.

2) PowerConnection forClass 1 andClass 2 EFB***

C - 1 (M)(O) Any in excess of one may be inoperativeprovided an alternative power source is available andcan be used for the planned duration of use of theaffected EFB.

C - 0 (M)(O) May be inoperative provided alternateprocedures are established and used.

(Cont’d)

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46 –INFORMATION SYSTEMS 4. Remarks or Exceptions

10-2 Integrated FlightInformation System(IFIS)(605, 650)***

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1) File Server Unit(FSU)***

C 1 0 (O) May be inoperative provided alternate proceduresare established and used.

D 1 0 May be inoperative provided routine procedures do notrequire its use.NOTE: Any function which operates normally may be

used.

2) Electronic ChartDisplays***

C 2 0 (O) May be inoperative provided alternate proceduresare established and used.

D 2 0 May be inoperative provided routine procedures do notrequire its use.

3) GraphicalWeatherFunction***

C 1 0 (O) May be inoperative provided alternate proceduresare established and used.

D 1 0 May be inoperative provided routine procedures do notrequire its use.

4) EnhancedMapOverlayFunction***

C 1 0 (O) May be inoperative on either or both MFDsprovided alternate procedures are established andused.

D 1 0 May be inoperative on either or both MFDs providedroutine procedures do not require its use.

20-1 Airborne FlightInformation System(AFIS)(600, 601, 601-3A, 601-3R, 604)***

D - 0 May inoperative provided routine procedures donot require its use.

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49 – APU 4. Remarks or Exceptions

00-1 APU Bleed Air SOV(Load Control Valve)

C 1 0 May be inoperative closed.

00-2 Auxiliary Power Unit(APU)

1) Aircraft withGenerator P/Ns720845,720845A,720845B

C 1 0 (M) May be inoperative provided any main generatorwith these P/Ns has more than 150 operating hours.

2) Aircraft withother GeneratorP/Ns

C 1 0

00-3 APU Load ControlValve (APU LCV)Fail Switchlight(light function only)(604, 605, 650)

C 1 0

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00-4 APU Hour Meter C 1 0 (O) May be inoperative provided alternate means ofrecording is established.

1) (604, 605,650)***

D - 1|

00-5 APU / START /STOP / AVAIL(Light function only)(604, 605, 650)

C 1 0 (O) May be inoperative provided, APU parameters areused to confirm that the APU has started or stopped.

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49 – APU 4. Remarks or Exceptions

61-1 Electronic ControlUnit (ECU)

1) With IDG P/Ns720845720845Aand 720845B

C 1 0 (M) May be inoperative provided any main generatorwith one of these P/Ns has more than 150 operatinghours

2) With Other IDGP/Ns

C 1 0

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52 – DOORS 4. Remarks or Exceptions

00-1 Exterior Door KeyLocks1. Passenger Door

Key LockD 1 0 May be inoperative or missing provided door opens

and closes normally.

2. Cargo/BaggageDoor Key Lock

D 1 0 May be inoperative or missing provided door opensand closes normally.

3. Aft-EquipmentCompartmentDoor Key Lock

D 1 0 May be inoperative or missing provided door opensand closes normally.

4. External ServiceDoors KeyLocks***

D - 0 May be inoperative or missing provided door opensand closes normally.

11-1 Passenger DoorManual Retract Handle

C 1 0 May be inoperative provided door is verified manuallyoperative (opens and closes) without any interference.

11-2 StorageCompartment Door(Main Entry Door)

C 1 0 (M) May be inoperative provided:a) Storage content is relocated, andb) Door is secured closed.

12-1 Main Cabin DoorPower AssistSystem(600, 601 ***)(601-3A, 601-3R,604, 605, 650)

C - 0 May be inoperative provided the door can be openedand closed manually without any interference.

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52 – DOORS 4. Remarks or Exceptions

30-1 Baggage DoorCounterbalanceSystems (balancesprings)

C 2 0 (M) Both may be inoperative provided baggage door isverified closed, latched, locked and not used.

NOTE: Baggage compartment is accessible throughthe door located in the aft cabin.

70-1 Main Cabin DoorIndication System(600, 601, 601-3A,601-3R)

C 1 0 May be inoperative provided :a) All four latches are engaged as indicated by

witness marks,b) Inner Handle is verified stowed,c) External handle is verified stowed, andd) Airstair (CL-600 if installed) is properly stowed

and the actuator arming latch is disengaged.

NOTE: Canadair Service Bulletin 600-0621 or 601-0395 must be incorporated.

70-2 Passenger DoorIndication System(604, 605, 650)

B 1 0 (O) Any or all of the following caution messages:“PAX DOOR LATCH”“PAX DOOR STOW”“PAX DOOR OUT HNDL”may be either inoperative or malfunction provided:

a) Door is closed, latched and locked prior toeach flight,

b) Green marks on the two middle roll latches arealigned,

c) Green marks on the two upper roll latches arealigned,

d) Flag indicator indicates “LOCKED”,e) Inner knob is verified stowed,f) External handle is verified stowed, andg) External pressure vent flap is verified

operative.

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52 – DOORS 4. Remarks or Exceptions

70-3 BAG DR UNSAFECaution Light(600, 601, 601-3A,601-3R)

C 1 0 May be inoperative provided the door is confirmedclosed and latched prior to each flight.

70-4 Baggage DoorIndication System(604, 605, 650)

C 1 0 Caution message “BAGGAGE DOOR” may beinoperative provided:

a) Associated door is closed, latched and locked,and

b) External handle is verified stowed prior to eachflight.

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70-5 Refueling PanelDoor Open CautionLight***

D - 0 All may be inoperative provided it can be determinedthat the door is closed and latched prior to each flight.

70-6 Hydraulic # 3Access Door OpenCaution Light***

D 1 0 May be inoperative provided access door is confirmedclosed and latched prior to each flight.

70-7 Lavatory ServicingOutlet Door OpenCaution Light***

D 1 0 May be inoperative provided outlet door is confirmedclosed and latched prior to each flight.

70-8 Aft Equipment BayDoor Open CautionLight***

D 1 0 May be inoperative provided door is confirmed closedand latched prior to each flight.

70-9 Nose Door (OxygenService) OpenCaution Light***

D 1 0 May be inoperative provided door is confirmed closedand latched prior to each flight.

70-10 Water Fill ControlAccess Door OpenCaution Light***

D 1 0 May be inoperative provided door is confirmed closedand latched prior to each flight.

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70-11 DC Ground AccessDoor Open CautionLight***

D 1 0 May be inoperative provided door is confirmed closedand latched prior to each flight.

70-12 AC Ground AccessDoor Open CautionLight***

D 1 0 May be inoperative provided door is confirmed closedand latched prior to each flight.

70-13 APU Control andGround StartAccess Door OpenCaution Light***

D 1 0 May be inoperative provided door is confirmed closedand latched prior to each flight.

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56 – WINDOWS 4. Remarks or ExceptionsRemarques ou exceptions

10-1 Windshield Face Ply(Acrylic or Glass Face Ply)

A 2 1 (M) The face ply of one windshield may be crackedprovided:

a) Vision is not impaired through remainingwindows,

b) Tape and face-ply is checked for integrity priorto each flight,

c) Visibility through the affected windshield isacceptable,

d) Affected windshield heater is consideredinoperative,

e) Pilot’s (Left) side window heater and at leastone additional windshield or side windowheater are operative,

f) Flight into known or forecast icing conditions,precipitation, thunderstorms or other conditionswhich could cause fogging or misting isprohibited,

g) Airspeed is limited to 280KIAS or less below8, 000 ft MSL, and

h) Repairs are made within 6 flights.

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71 – POWER PLANT 4. Remarks or Exceptions

70-1 Ecology TankEjector Pumps(600, 601, 601-3A)

C 2 1 (M) One may be inoperative provided the tank isdrained:

a) Prior to the first flight of each day,b) After three normal shutdowns, andc) After two false wet starts.

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73 – ENGINE FUEL & 4. Remarks or ExceptionsCONTROL

30-1 Fuel TemperatureIndicating Systems

C 2 1 One may be inoperative provided icing inhibitor isadded to the fuel.

31-1 Fuel Flow IndicatingSystems(600, 601, 601-3A,601-3R)

B 2 1 One may be inoperative provided:

a) Fuel Quantity Indicating System is operative,and

b) N1, N2 and ITT indications for the associatedengine are operative.

NOTE: Inoperative Fuel Flow Indicating System maycause Fuel Used Indicating System to beinoperative.

1) Left Vertical ScaleLamps

C 28 14 (O) May be inoperative provided:a) No two adjacent lamps on the affected scale

are inoperative.b) Engine parameters are monitored during flight.

2) Right VerticalScale Lamps

C 28 14 (O) May be inoperative provided:a) No two adjacent lamps on the affected scale

are inoperative.b) Engine parameters are monitored during flight.

3) Digital indications C 2 1 (M) May be inoperative provided:a) Associated vertical scale indicator is operativeb) The affected digital indicator is covered

31-2 EICAS Fuel Flow “FF”Readouts(604, 605, 650)

B 2 1 One may be inoperative provided:a) EICAS Fuel Tank quantity readouts are

operative,b) FMS Fuel Used Indication is considered

inoperative and not used, andc) FMS Fuel Remaining Indication is considered

inoperative and not used.

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73 – ENGINE FUEL & 4. Remarks or ExceptionsCONTROL

31-3 Fuel Used IndicatingSystem***

C - 0 May be inoperative provided procedures are notdependent on its use.

31-4 Fuel Low PressureIndication

1) 600, 601, 601-3A, 601-3R

C 2 1 One Fuel LOW PRESS Light may be inoperativeprovided both fuel boost pumps are operative.

2) 604, 605, 650 C 2 1 One “L/R FUEL LO PRESS” EICAS caution messagemay be inoperative provided both fuel boost pumps areoperative.NOTE: The Fuel Fed Check Valve Test (First flight of

the day) is waived for the inoperative fuel lowpressure indication.

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74 – IGNITION 4. Remarks or Exceptions

10-1 Ignition Exciters(600)

B 4 2 One exciter per engine may be inoperative providedtake-off in heavy precipitation, or on a runway surfacecovered with standing water, slush or snow isprohibited.

10-2 Igniter Plugs(600)

B 4 2 One Igniter Plug per engine may be inoperativeprovided take-off in heavy precipitation, or on a runwaycovered with standing water, slush or snow isprohibited.

11-1 Ignition Systems(601, 601-3A, 601-3R, 604, 605, 650) |

1) A Systems B 2 1 One may be inoperative provided:a) Both B Systems are operative, andb) Take-off in heavy precipitation, or on a runway

surface covered with standing water, slush orsnow is prohibited.

2) B Systems B 2 0 One or both may be inoperative provided:a) Both A Systems are operative, andb) Take-off in heavy precipitation, or on a runway

surface covered with standing water, slush orsnow is prohibited.

11-2 Relight IgnitionSystem Switch(600, 601)

C 1 0 May be inoperative provided continuous ignitionsystems A and B modes for both engines areconfirmed operative prior to each flight.

C 1 0 May be inoperative provided In Flight Start Ignition isconfirmed operative on both engines and is used in lieuof relight switch.

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74 – IGNITION 4. Remarks or Exceptions

30-1 IGNITION A/B“ARM/ON” SwitchLights(light function only)(604, 605, 650)

C 2 0

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30-2 IGNITIONCONT”ON” SwitchLight(light function only)(604, 605, 650)

C 1 0

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76 – ENGINE CONTROL 4. Remarks or Exceptions

00-1 Engine SpeedControl Systems1) (601, 601-3A,

601-3R, 604)withoutAutothrottleSystem

C 2 0 (O) One or both may be inoperative provided:a) Both ENG SPEED CONTROL switches are

selected OFF,b) APR is selected OFF, andc) Operations are conducted in accordance with

AFM APR inoperative performance data,

2) (601, 601-3A,601-3R, 604)withAutothrottleSystem)(605, 650)

C 2 0 (O) One or both may be inoperative provided:a) Both ENG SPEED CONTROL switches are

selected OFF,b) APR is selected OFF,c) Operations are conducted in accordance with

AFM APR inoperative performance data, and

d) Autothrottle System is considered inoperative.

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10-1 Automatic PowerReserve (APR)System(601, 601-3A, 601-3R, 604, 605, 650)

C 1 0 May be inoperative in accordance with the performancerequirements defined in the AFM applicable to take-offwith the APR selected OFF.

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11-1 Engine SpeedSynchronizerSystem(600)

C 1 0 (O) May be inoperative provided the ENG SYNCCONTROL switch is selected OFF.

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76 – ENGINE CONTROL 4. Remarks or Exceptions

20-1 Engine OverspeedPickups (PrimaryOverspeedProtection System(600)

C 4 2 (O) One per engine may be inoperative provided theassociated engine(s) are shut down using the engineoverspeed procedure once each flight day.

20-2 Engine OverspeedPickups(Secondary)OverspeedProtection System)(Post ServiceBulletin ALF502L-76-0166)(600 ***)

C 2 0 (M)(O) One or both may be inoperative provided theassociated engine(s) are shutdown using the engineoverspeed procedure once each flight day.

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77 – ENGINE INDICATING 4. Remarks or Exceptions

10-1 N1 Vertical ScaleIndicators(600, 601, 601-3A,601-3R)

C 2 1 (O) One may be inoperative provided all other engineinstruments are operative.

1) Vertical ScaleLamps

a) Left C 28 14 (O) One or more lamps may be inoperative provided:a) No two adjacent lamps are inoperative,b) The lowest lamp in the red zone and the

highest lamp in the green zone are operative,c) Both amber lamps are operative,d) A test is conducted before each flight to

determine the inoperative lamps, ande) Engine parameters are monitored during flight.

b) Right C 28 14 (O) One or more lamps may be inoperative provided:a) No two adjacent lamps are inoperative,b) The lowest lamp in the red zone and the

highest lamp in the green zone are operative,c) Both amber lamps are operative,d) A test is conducted before each flight to

determine the inoperative lamps, ande) Engine parameters are monitored during flight.

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77 – ENGINE INDICATING 4. Remarks or Exceptions

10-2 N2 Vertical ScaleIndicators(600, 601,601-3A,601-3R)

C 2 1 (O) One may be inoperative provided all other engineinstruments are operative.

1) Vertical scalelamps(600)

a) Left C 28 14 (O) One or more lamps may be inoperative provided:a) No two adjacent lamps are inoperative,b) The two amber lamps adjacent to the green

zone (upper and lower sides) and the lowestlamp in the red zone are operative,

c) The top and bottom green lamps (adjacent tothe upper and lower amber zones) areoperative,

d) A test is conducted before each flight todetermine the inoperative lamps, and

e) Engine parameters are monitored during flight.

b) Right C 28 14 (O) One or more lamps may be inoperative provided:a) No two adjacent lamps are inoperative,b) The two amber lamps adjacent to the green

zone (upper and lower sides) and the lowestlamp in the red zone are operative,

c) The top and bottom green lamps (adjacent tothe upper and lower amber zones) areoperative'

d) A test is conducted before each flight todetermine the inoperative lamps, and

e) Engine parameters are monitored during flight.

(Cont'd)

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77 – ENGINE INDICATING 4. Remarks or Exceptions

10-2 N2 Vertical ScaleIndicators(600, 601, 601-3A,601-3R)(Cont'd)

2) Vertical scalelamps(601, 601-3A,601-3R)

a) Left C 28 14 (O) One or more lamps may be inoperative provided:a) No two adjacent lamps are inoperative,b) The highest lamp in the green zone, the yellow

lamp and the lowest lamp in the red zone areoperative,

c) A test is conducted before each flight todetermine the inoperative lamps, and

d) Engine parameters are monitored during flight.

b) Right C 28 14 (O) One or more lamps may be inoperative provided:a) No two adjacent lamps are inoperative,b) The highest lamp in the green zone, the yellow

lamp and the lowest lamp in the red zone areoperative,

c) A test is conducted before each flight todetermine the inoperative lamps, and

d) Engine parameters are monitored during flight.

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77 – ENGINE INDICATING 4. Remarks or Exceptions

20-1 ITT Indicators(600, 601, 601-3A,601-3R)

B 4 2 Either the digital or the vertical scale indicators, but notboth, may be inoperative for each engine.

NOTE:If starting with DC Electrical Power Only:

1. When the Right Engine Digital ITT Indication isinoperative, a Left Engine start must beaccomplished first.

2. When the Left Engine Vertical Scale ITTIndication is inoperative, a Right Engine startmust be accomplished first.

1) Vertical ScaleLamps

a) Left B 28 14 (O) One or more lamps may be inoperative provided:a) No two adjacent lamps may be inoperative,b) The highest lamp in the green zone, the yellow

lamps and the lowest lamp in the red zone areoperative,

c) A test is conducted before each flight todetermine the inoperative lamps, and

d) Engine parameters are monitored during flight.

b) Right B 28 14 (O) One or more lamps may be inoperative provided:a) No two adjacent lamps may be inoperativeb) The highest lamp in the green zone, the yellow

lamps and the lowest lamp in the red zone areoperative.

c) A test is conducted before each flight todetermine the inoperative lamps, and

d) Engine parameters are monitored during flight.

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77 – ENGINE INDICATING 4. Remarks or Exceptions

20-2 DGT OFF switch(600, 601, 601-3A,601-3R)

C 1 0 (M) May be inoperative in the ON position.

30-1 Engine VibrationMonitor

C 2 0 One or both may be inoperative provided:a) Flight is not conducted in known or forecast

icing conditions, andb) One Ice Detection System is operative.

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78 – EXHAUST 4. Remarks or Exceptions

30-1 Thrust ReverserSystems

C 2 1 (M) One may be inoperative provided:a) The affected thrust reverser does not have

structural damages other than cracks in thecascades.

b) Affected Thrust Reverser is deactivated andsecured in the forward thrust position,

c) Nosewheel Steering System is operative,d) For Take-off on wet or contaminated runways

and landing on contaminated runways,operations are conducted in accordance with:

(604, 605, 650)AFM Supplement 2 (Operations on Wet andContaminated Runways.)

(600, 601, 601-3A, 601-3R)AFM Supplement 2 (Operations onContaminated Runways.)

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NOTE: Cracks in the cascades must be repaired orthe cascades replaced before the affectedthrust reverser is activated.

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79 – OIL 4. Remarks or Exceptions

12-1 Oil ReplenishmentSystem(601, 601-3A, 601-3R, 604, 605, 650)

C 1 0 (M) One may be inoperative provided alternatemethods for checking engine oil levels and servicingengine oil are established.

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30-1 Oil PressureIndicators(600, 601, 601-3A,601-3R)

C 2 0 One or both may be partially inoperative to the extentthat every alternate segment of the indicator strip maybe inoperative provided:

a) Associated Low Pressure Warning Light isoperative, and

b) Associated Oil Temperature Indicator isoperative.

30-2 Oil PressureReadouts(604, 605, 650)

B 2 1 (M) One may be inoperative provided:a) Associated EICAS “ENG OIL PRESS” warning

message is operative,b) Oil quantity is checked prior to each flight, andc) Engine is operated at idle for 2 minutes prior to

each flight.

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30-3 Oil TemperatureIndicators(600, 601, 601-3A,601-3R)

C 2 0 One or both may be partially inoperative to the extentthat every alternate segment of the indicator strip maybe inoperative provided the associated oil pressureindicator is operative.

30-4 Oil Low PressureWarning Lights L orR LOP(600, 601, 601-3A,601-3R)

B 2 1 One may be inoperative provided:a) Indicator light is extinguished or blanked, andb) Associated oil pressure indicator is operative

and monitored.

30-5 Oil Low PressureSwitch(604, 605, 650)

B 2 1 One may be inoperative provided both oil pressurereadouts are operative.

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