Manual Pressurization Control System is operative,
Cabin Altitude and Differential Pressure Indicators are operative,
Cabin Rate of Climb Indicator is operative,
Autopilot is operative,
Aeroplane is operated in accordance with AFM Limitations (for Taxi, Takeoffs and Landings – Max Cabin Pressure Differential 0.3 psi), and
Repairs are made within two (2) flight days.
Flight crew will ensure required items e.g. Manual Pressurization Control System, Cabin Altitude and Cabin Rate of Climb Indicator and Auto Pilot are functional. Flight crew will operate the airplane in accordance with AFM Limitations.
For Taxi, Takeoffs and Landings – Max Cabin Pressure Differential 0.3 psi.
To operate the airplane unpressurized, select manual pressurization and slew outflow valve to full open position with both engine bleeds and air conditioning packs selected ON if available. If not, select RAM Air ON. Monitor cabin differential pressure to be nominally zero psid during the flight.
CPCS FAIL-SEL MAN
(Amber – Caution)
(GV) (cont’d)
A
(O) Except for ER operations, aeroplane may be dispatched in unpressurized configuration provided:
Manual pressurization is selected,
The outflow valve is slewed to the full open position,
Both engine bleeds and air conditioning packs are selected ON if available, or RAM Air is selected ON,
Cabin pressure is monitored to be nominally zero psid during the flight, and
Repairs are made within two (2) flight days.
Flight crew will ensure required items e.g. Manual Pressurization Control System, Cabin Altitude and Cabin Rate of Climb Indicator and Auto Pilot are functional. Flight crew will operate the airplane in accordance with AFM Limitations.
For Taxi, Takeoffs and Landings – Max Cabin Pressure Differential 0.3 psi.
To operate the airplane unpressurized, select manual pressurization and slew outflow valve to full open position with both engine bleeds and air conditioning packs selected ON if available. If not, select RAM Air ON. Monitor cabin differential pressure to be nominally zero psid during the flight.
CPCS LAND ELEV FL
(Blue – Advisory)
(GV)
B
Aeroplane may be dispatched provided pressurization system is operated in the Semi mode.
Navigation suffix in the IFR flight plan clearly indicates that the aeroplane is not capable of any RNP required navigation capability,
Flight is conducted in airspace where the availability of navigation by short range navigation receivers (VOR/ADF) is assured,
One DBDI or Standby RMI or Secondary Navigation Display is operative,
Alternate procedures are established and used,
Flight crew pull and collar DISP CONT #2: REER, C-2 Display Controller circuit breaker. Flight crew may accomplish this task if properly qualified and authorized,
Flight crew prepare and display a TOLD (Takeoff and Landing Data) card prior to takeoff and prior to approach and landing (GV only),
Flight crew verify required approaches are available at the destination and alternate airports without being NOTAMed out of service or unusable,
Pilot-Not-Flying (PNF) is prepared to announce approach minimums in the event the operative Display Controller fails en route, and
Repairs are made within one (1) flight day.
Flight crew will ensure the DISP CONT #2: REER, C-2 circuit breaker for the failed Display Controller is pulled and collared. The flight crew shall prepare and display a TOLD (Takeoff and Landing Data) card prior to takeoff and prior to approach and landing.
Display Controller 2 Fail
(Blue – Advisory)
(GV-SP/GIV-X)
A
(O) Aircraft may be dispatched provided:
FMS is the navigation source on both PFD’s,
Destination and alternate airports have either LPV, GPS or FMS overlay approaches available without NOTAM restrictions for aeroplanes not equipped with Enhanced Navigation Package,
Destination and alternate airports have either LPV, GPS, FMS overlay, or ILS approach available without NOTAM restrictions for aeroplanes equipped with Enhanced Navigation Package,
No other display system failures exist,
Flight crew pull and collar DISP CONT #2: REER, C-2 Display Controller circuit breaker. Flight crew may accomplish this task if properly qualified and authorized,
Alternate procedures are established and used,
Pilot-Not-Flying (PNF) is prepared to announce approach minimums in the event the operative Display Controller fails en route, and
Repairs are made within one (1) flight day.
Flight crew will pull and collar the DISP CONT #2 REER C-2 Display Controller circuit breaker. Flight crew will verify the required approaches are available at the destination and alternate airports without being NOTAMed out of service or unusable. When weather conditions exist at the destination or alternate airport during the approach, the PNF will be prepared to announce approach minimums in the event the operative Display Controller fails en route.
DME 1-2 Fail
(Blue – Advisory)
(GV-SP/GIV-X)
C
Aeroplane may be dispatched except where en route operations or approach minimums require its use.
None required.
EGPWM SYS 1-2 Fail
(Blue – Advisory)
(GV-SP/GIV-X)
B
Aeroplane may be dispatched.
NOTE: Synthetic Vision PFD synthetic terrain will not be available with dual Terrain Server failures, but the full PFD may be used without restriction.
None required.
Elevator Trim 1-2 Fail
(Amber – Caution)
(GV-SP/GIV-X)
B
(O) Aeroplane may be dispatched with electric elevator trim inoperative provided:
Electric Elevator Trim remains OFF,
Both Flap/Stabilizer Control Channels are operative (no messages on CAS), and
Aeroplane is operated in accordance with AFM Limitations (Maximum Operating Limit Speed 0.80 Mach).
Flight crew will ensure electronic Pitch Trim remains “OFF”, both Flap/Stabilizer Control Channels are operative (no messages on CAS), and airplane is operated in accordance with AFM Limitations (Maximum Operating Limit Speed is 0.80 Mach).
ELEV TRIM INOP
(Amber – Caution)
(GV)
B
(O) Aeroplane may be dispatched with electric elevator trim inoperative provided:
Electric Elevator Trim remains OFF,
Both Flap/Stabilizer Control Channels are operative (no messages on CAS), and
Aeroplane is operated in accordance with AFM Limitations (Maximum Operating Limit Speed 0.80 Mach).
Flight crew will ensure electronic Pitch Trim remains “OFF”, both Flap/Stabilizer Control Channels are operative (no messages on CAS), and airplane is operated in accordance with AFM Limitations (Maximum Operating Limit Speed is 0.80 Mach).
Engine Maintenance ###, L-R
(Blue – Advisory)
(GV-SP/GIV-X)
A
(O) Aeroplane may be dispatched with Blue “Engine Maintenance STD (###)” and/or “Engine Maintenance LTD” messages displayed on EICAS provided:
Repairs are made in accordance with times (hours) established by the BR 710-A1 Time Limits Manual (GV), Chapter 5 or BR 710-C4 Time Limits Manual (GV-SP), Chapter 5 (no extensions are authorized), and
FADEC faults are reviewed by flight crew before each takeoff.
NOTE: Blue “Engine Maintenance STD (###) messages require maintenance action within 150 hours and Blue “Engine Maintenance LTD” messages required maintenance action within 500 hours.
GV-SP: Flight crew will ensure repairs are made in accordance with times (hours) established. Flight crew will review FADEC faults prior to each takeoff.
GIV-X: Flight crew will ensure repairs are made in accordance with times (hours) established. Flight crew will review FADEC faults prior to each takeoff.
Engine Maintenance LTD, L-R
(Blue – Advisory)
(GV-SP/GIV-X)
A
(O) Aeroplane may be dispatched with Blue “Engine Maintenance STD (###)” and/or “Engine Maintenance LTD” messages displayed on EICAS provided:
Repairs are made in accordance with times (hours) established by the BR 710-A1 Time Limits Manual (GV), Chapter 5 or BR 710-C4 Time Limits Manual (GV-SP), Chapter 5 (no extensions are authorized), and
FADEC faults are reviewed by flight crew before each takeoff.
NOTE: Blue “Engine Maintenance STD (###) messages require maintenance action within 150 hours and Blue “Engine Maintenance LTD” messages required maintenance action within 500 hours.
GV-SP: (O) Flight crew will ensure repairs are made in accordance with times (hours) established. Flight crew will review FADEC faults prior to each takeoff.
GIV-X: Flight crew will ensure repairs are made in accordance with times (hours) established. Flight crew will review FADEC faults prior to each takeoff.
ENG MAINT ###, L-R
(Blue – Advisory)
(GV)
A
(O) Aeroplane may be dispatched with Blue “Engine Maintenance STD (###)” and/or “Engine Maintenance LTD” messages displayed on EICAS provided:
Repairs are made in accordance with times (hours) established by the BR 710-A1 Time Limits Manual (GV), Chapter 5 or BR 710-C4 Time Limits Manual (GV-SP), Chapter 5 (no extensions are authorized), and
FADEC faults are reviewed by flight crew before each takeoff.
NOTE: Blue “Engine Maintenance STD (###) messages require maintenance action within 150 hours and Blue “Engine Maintenance LTD” messages required maintenance action within 500 hours.
Flight crew will ensure repairs are made in accordance with times (hours) established. Flight crew will review FADEC faults prior to each takeoff.
ENG MAINT LTD, L-R
(Blue – Advisory)
(GV)
A
(O) Aeroplane may be dispatched with Blue “Engine Maintenance STD (###)” and/or “Engine Maintenance LTD” messages displayed on EICAS provided:
Repairs are made in accordance with times (hours) established by the BR 710-A1 Time Limits Manual (GV), Chapter 5 or BR 710-C4 Time Limits Manual (GV-SP), Chapter 5 (no extensions are authorized), and
FADEC faults are reviewed by flight crew before each takeoff.
NOTE: Blue “Engine Maintenance STD (###) messages require maintenance action within 150 hours and Blue “Engine Maintenance LTD” messages required maintenance action within 500 hours.
Flight crew will ensure repairs are made in accordance with times (hours) established. Flight crew will review FADEC faults prior to each takeoff.
EPS Maintenance Reqd, L-R
(Blue – Advisory)
(GV-SP/GIV-X)
C
Aeroplane may be dispatched.
None required.
EPS MAINT REQD, L-R
(Blue – Advisory)
(GV)
C
Aeroplane may be dispatched.
None required.
EVS Fail
(Amber – Caution)
(GV-SP/GIV-X)
C
Aeroplane may be dispatched and EVS shall not be used.
None required.
EVS FAIL
(Amber – Caution)
(GV)
C
Aeroplane may be dispatched and EVS shall not be used.
If EVS display is not normal, aeroplane may be dispatched provided EVS is not used.
None required.
EVS Window Heat Fail
(Amber – Caution)
(GV-SP/GIV-X)
C
If EVS display is not normal, aeroplane may be dispatched provided EVS is not used.
None required.
EVS WINDOW HEAT FAIL
(Amber – Caution)
(GV)
C
If EVS display is not normal, aeroplane may be dispatched provided EVS is not used.
None required.
FDAU FAIL
(Blue – Advisory)
(GV)
A
One or more may be inoperative provided:
Aeroplane does not exceed 8 further consecutive flights with flight data recorder unserviceable,
Not more than 72 hours have elapsed since flight data recorder was found to be unserviceable, and
Any cockpit voice recorder required to be carried is operative.
NOTE 1: Flight data recorder is considered to be inoperative when any of the following conditions exist:
a) Loss of flight recording function is evident to flight crew during pre-flight check e.g. by means of a system status monitor,
b) Need for maintenance has been identified by system monitors, where available, with setting of an indicator and cause of that setting has not been determined, or
c) Analysis of recorded data or maintenance actions have shown that more than 5% of the total number of individual parameters (variable and discrete), required to be recorded for the particular aircraft, are not being recorded properly.
NOTE 2: Where improper recording affects 5% of the parameters or less, timely corrective action will need to be taken by aeroplane operator in accordance with approved maintenance procedures.
None required.
FDR SYS FAIL
(Blue – Advisory)
(GV)
A
One or more may be inoperative provided:
Aeroplane does not exceed 8 further consecutive flights with flight data recorder unserviceable,
Not more than 72 hours have elapsed since flight data recorder was found to be unserviceable, and
Any cockpit voice recorder required to be carried is operative.
NOTE 1: Flight data recorder is considered to be inoperative when any of the following conditions exist:
a) Loss of flight recording function is evident to flight crew during pre-flight check e.g. by means of a system status monitor,
b) Need for maintenance has been identified by system monitors, where available, with setting of an indicator and cause of that setting has not been determined, or
c) Analysis of recorded data or maintenance actions have shown that more than 5% of the total number of individual parameters (variable and discrete), required to be recorded for the particular aircraft, are not being recorded properly.
NOTE 2: Where improper recording affects 5% of the parameters or less, timely corrective action will need to be taken by aeroplane operator in accordance with approved maintenance procedures.
