MASTER MINIMUM EQUIPMENT LIST (MMEL): MAINTENANCE AND OPERATIONS (M & O) PROCEDURES MANUAL FOR THE CIRRUS VISION SF50

MASTER MINIMUM EQUIPMENT LIST (MMEL): MAINTENANCE AND OPERATIONS (M & O) PROCEDURES MANUAL FOR THE CIRRUS CIRRUS AIRCRAFT 4515 Taylor Circle Duluth, MN 55811 FAA APPROVAL HAS BEEN OBTAINED ON THE TECHNICAL DATA IN THIS PUBLICATION THAT AFFECTS AIRPLANE TYPE DESIGN. COPYRIGHT 2017 CIRRUS AIRCRAFT DULUTH, MINNESOTA, USA P/N 39553-001 ORIGINAL ISSUE 30 Aug 2017

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MMEL: M & O PROCEDURES MANUAL LIST OF EFFECTIVE PAGES Section Page Date LOG OF REVISIONS I-1 04 MAY 2018 LOG OF REVISIONS I-2 04 MAY 2018 LOG OF TEMPORARY REVISIONS II-1 04 MAY 2018 LOG OF TEMPORARY REVISIONS II-2 04 MAY 2018 LIST OF EFFECTIVE PAGES III-1 04 MAY 2018 LIST OF EFFECTIVE PAGES III-2 04 MAY 2018 TABLE OF CONTENTS IV-1 04 MAY 2018 TABLE OF CONTENTS IV-2 04 MAY 2018 INTRODUCTION 1-1 04 MAY 2018 INTRODUCTION 1-2 04 MAY 2018 INTRODUCTION 1-3 04 MAY 2018 INTRODUCTION 1-4 04 MAY 2018 PROCEDURES 2-1 04 MAY 2018 PROCEDURES 2-2 04 MAY 2018 PROCEDURES 2-3 04 MAY 2018 PROCEDURES 2-4 04 MAY 2018 PROCEDURES 2-5 04 MAY 2018 PROCEDURES 2-6 04 MAY 2018 PROCEDURES 2-7 04 MAY 2018 PROCEDURES 2-8 04 MAY 2018 PROCEDURES 2-9 04 MAY 2018 PROCEDURES 2-10 04 MAY 2018 PROCEDURES 2-11 04 MAY 2018 PROCEDURES 2-12 04 MAY 2018 PROCEDURES 2-13 04 MAY 2018 PROCEDURES 2-14 04 MAY 2018 PROCEDURES 2-15 04 MAY 2018 PROCEDURES 2-16 04 MAY 2018 PROCEDURES 2-17 04 MAY 2018 PROCEDURES 2-18 04 MAY 2018 PROCEDURES 2-19 04 MAY 2018 PROCEDURES 2-20 04 MAY 2018 PROCEDURES 2-21 04 MAY 2018 PROCEDURES 2-22 04 MAY 2018 PROCEDURES 2-23 04 MAY 2018 PROCEDURES 2-24 04 MAY 2018 PROCEDURES 2-25 04 MAY 2018 PROCEDURES 2-26 04 MAY 2018 PROCEDURES 2-27 04 MAY 2018 PROCEDURES 2-28 04 MAY 2018 iii-1 04 MAY 2018

MMEL: M & O PROCEDURES MANUAL LIST OF EFFECTIVE PAGES Section Page Date PROCEDURES 2-29 04 MAY 2018 PROCEDURES 2-30 04 MAY 2018 PROCEDURES 2-31 04 MAY 2018 PROCEDURES 2-32 04 MAY 2018 PROCEDURES 2-33 04 MAY 2018 PROCEDURES 2-34 04 MAY 2018 PROCEDURES 2-35 04 MAY 2018 PROCEDURES 2-36 04 MAY 2018 PROCEDURES 2-37 04 MAY 2018 PROCEDURES 2-38 04 MAY 2018 PROCEDURES 2-39 04 MAY 2018 PROCEDURES 2-40 04 MAY 2018 PROCEDURES 2-41 04 MAY 2018 PROCEDURES 2-42 04 MAY 2018 PROCEDURES 2-43 04 MAY 2018 PROCEDURES 2-44 04 MAY 2018 PROCEDURES 2-45 04 MAY 2018 PROCEDURES 2-46 04 MAY 2018 PROCEDURES 2-47 04 MAY 2018 PROCEDURES 2-48 04 MAY 2018 PROCEDURES 2-49 04 MAY 2018 PROCEDURES 2-50 04 MAY 2018 PROCEDURES 2-51 04 MAY 2018 PROCEDURES 2-52 04 MAY 2018 PROCEDURES 2-53 04 MAY 2018 PROCEDURES 2-54 04 MAY 2018 PROCEDURES 2-55 04 MAY 2018 PROCEDURES 2-56 04 MAY 2018 PROCEDURES 2-57 04 MAY 2018 PROCEDURES 2-58 04 MAY 2018 PROCEDURES 2-59 04 MAY 2018 PROCEDURES 2-60 04 MAY 2018 PROCEDURES 2-61 04 MAY 2018 PROCEDURES 2-62 04 MAY 2018 PROCEDURES 2-63 04 MAY 2018 PROCEDURES 2-64 04 MAY 2018 PROCEDURES 2-65 04 MAY 2018 PROCEDURES 2-66 04 MAY 2018 iii-2

MMEL: M & O PROCEDURES MANUAL TABLE OF CONTENTS Subject Page Log of Revisions i-1 Log of Temporary Revisions ii-1 Introduction 1-1 Purpose................................................................................ 1-1 Using the M & O Procedures Manual..................................................... 1-1 Warnings, Cautions, and Notes.......................................................... 1-3 Revisions............................................................................... 1-3 Revision Bars............................................................................ 1-3 Temporary Revisions.................................................................... 1-3 Publication Change Request Form....................................................... 1-4 Procedures 2-1 21-20-01, Bleed Bias Valve............................................................... 2-1 21-20-02, Defog System................................................................. 2-3 21-30-01, Cabin Pressurization System................................................... 2-5 21-30-02, CABIN PRESSURE DUMP Switch................................................ 2-8 21-30-03, High Cabin Altitude Detector.................................................. 2-10 21-50-01, Air Conditioning System....................................................... 2-13 21-50-02, Air Conditioning System Inlet Door Actuator................................... 2-15 21-60-01, Temperature Control Valve (TCV).............................................. 2-16 21-60-02, Cabin Zone Temperature Sensors.............................................. 2-18 21-60-03, Primary Anticipator (Duct Temperature Sensor)................................ 2-19 21-60-04, Secondary Anticipator (Duct Temperature Sensor)............................. 2-20 21-60-05-02, Primary ECS Control Panel, TEMP BACKUP Switch........................... 2-21 21-60-05-03, Primary ECS Control Panel, ECS DISABLE Switch............................. 2-22 22-20-01, Go Around Button............................................................. 2-23 22-30-01, Throttle Servo................................................................. 2-24 23-50-03, Press-to-Talk Switches......................................................... 2-25 25-20-01-02, Second Row Passenger Seats, Recline Mechanism........................... 2-26 25-20-01-04 and -06, Second Row Passenger Seats, Fore/Aft Adjustment.................. 2-27 25-60-01, Emergency Locator Transmitter (ELT).......................................... 2-29 25-60-02, Remote Emergency Locator Transmitter (ELT) Switch........................... 2-31 26-20-02, Engine Fire Extinguishers...................................................... 2-33 27-10-01, Roll Trim Indication............................................................ 2-34 27-30-01, Stall Warning Stick Shaker..................................................... 2-35 28-40-01, Fuel Temperature Indication................................................... 2-36 30-20-01, Engine Inlet Ice Protection System............................................. 2-37 30-20-02, Engine Inlet Ice Protection System Temperature Sensor........................ 2-38 30-30-02, Pitot Heat Indication System................................................... 2-39 30-40-02, Windshield Ice Protection Fluid Quantity Indication............................ 2-40 31-30-01, Flight Hours Meter............................................................ 2-41 31-30-02, Hobbs (Engine Run) Meter..................................................... 2-42 33-40-01-02, Exterior Convenience Lighting.............................................. 2-43 34-40-01, TCAS-I (Traffic Collision Avoidance System)..................................... 2-44 iv-1

MMEL: M & O PROCEDURES MANUAL TABLE OF CONTENTS Subject Page 34-50-01, ATC Transponder.............................................................. 2-45 35-00-01, Oxygen Supply Pressure Indication (Synoptic).................................. 2-46 35-10-01, Copilot (Right Seat) Crew Oxygen Mask........................................2-48 35-20-01, Passenger Oxygen System (Baseline System)................................... 2-50 35-20-02, Passenger Oxygen System (Optional Upgrade System)......................... 2-51 35-20-03, Passenger Oxygen Mask, Copilot Position...................................... 2-52 35-20-04, Passenger Oxygen Masks (Seats 3, 4, 5, 6, 7).................................... 2-54 36-10-02, Bleed Leak Detector........................................................... 2-55 52-10-01, Main Passenger Entry Door Key Lock........................................... 2-56 52-10-02, Main Passenger Entry Door Seal............................................... 2-57 52-20-01, Emergency Exit Door Seal..................................................... 2-60 73-20-01, Engine FADEC System (System Faults).........................................2-63 iv-2

MMEL: M & O PROCEDURES MANUAL Introduction INTRODUCTION PURPOSE INTRODUCTION 1. Purpose This Maintenance and Operations (M & O) Procedures Manual was prepared by Cirrus Aircraft Technical Publications. This manual contains a description of the Master Minimum Equipment List (MMEL) Maintenance (M) and Operations (O) procedures that are not completely described in the provisos of the MMEL for the Cirrus Vision SF50. 2. Using the M & O Procedures Manual This manual provides Maintenance and Operations procedures for MMEL provisos whose procedures are not completely defined in the MMEL. The procedures in this manual are organized according to the Systems, Sequence Numbers, and Items specified in the MMEL. The complete MMEL for Federal Aviation Administration (FAA) Operators can be downloaded from the FAA at www.faa.gov. The complete MMEL for European Aviation Safety Agency (EASA) Operators, 39475-001, can be downloaded from Cirrus Aircraft at www.cirrusaircraft.com. A. Repair Category All users of a Minimum Equipment List (MEL) approved under parts 91K, 121, 125, 129, 135, and 142 must effect repairs of inoperative instrument and equipment items, deferred in accordance with the MEL, at or prior to the repair times established by the following letter designators. Part 91 MEL users (D095/D195 LOAs) are not required to comply with the repair categories, but will comply with any provisos defining a repair interval (flights, flight legs, cycles, hours, etc): (1) Repair Category A This category item must be repaired within the time interval specified in the Remarks or Exceptions column of the aircraft operator s approved MEL. For time intervals specified in calendar days or flight days, the day the malfunction was recorded in the aircraft maintenance record/logbook is excluded. For all other time intervals (i.e., flights, flight legs, cycles, hours, etc.), repair tracking begins at the point when the malfunction is deferred in accordance with the operator s approved MEL. 1-1 04 MAY 2018

INTRODUCTION USING THE M & O PROCEDURES MANUAL MMEL: M & O PROCEDURES MANUAL (2) Repair Category B This category item must be repaired within 3 consecutive calendar-days (72 hours) excluding the day the malfunction was recorded in the aircraft maintenance record/logbook. For example, if it were recorded at 10 a.m. on January 26th, the 3-day interval would begin at midnight the 26th and end at midnight the 29th. (3) Repair Category C This category item must be repaired within 10 consecutive calendar-days (240 hours) excluding the day the malfunction was recorded in the aircraft maintenance record/logbook. For example, if it were recorded at 10 a.m. on January 26th, the 10-day interval would begin at midnight the 26th and end at midnight February 5th. (4) Repair Category D This category item must be repaired within 120 consecutive calendar-days (2880 hours) excluding the day the malfunction was recorded in the aircraft maintenance record/logbook. B. Maintenance (M) and Operations (O) Procedures (1) (M) This symbol indicates a requirement for a specific maintenance procedure which must be accomplished prior to operation with the listed item inoperative. Normally, these procedures are accomplished by maintenance personnel; however, other personnel may be qualified and authorized to perform certain functions. Procedures requiring specialized knowledge or skill, or requiring the use of tools or test equipment, should be accomplished by maintenance personnel. The satisfactory accomplishment of all maintenance procedures, regardless of who performs them, is the responsibility of the aircraft operator. Appropriate procedures are required to be produced as part of the aircraft operator s manual or MEL. (2) (O) This symbol indicates a requirement for a specific operations procedure which must be accomplished in planning for and/or operating with the listed item inoperative. Normally, these procedures are accomplished by the flightcrew; however, other personnel may be qualified and authorized to perform certain functions. The satisfactory accomplishment of all procedures, regardless of who performs them, is the responsibility of the aircraft operator. Appropriate procedures are required to be produced as a part of the aircraft operator s manual or MEL. 1-2

MMEL: M & O PROCEDURES MANUAL 3. Warnings, Cautions, and Notes INTRODUCTION WARNINGS, CAUTIONS, AND NOTES Warnings, Cautions, and Notes are used to highlight or emphasize important points. WARNING Warnings call attention to use of materials, processes, methods, procedures, or limits which must be followed precisely to avoid bodily injury. CAUTION Cautions call attention to methods and procedures which must be followed to avoid damage to equipment. NOTE Notes call attention to methods which make the procedure easier. 4. Revisions Numbered revisions to this manual will be issued periodically. These revisions are printed on white paper and contain a revision instruction sheet to assist the user in filing the change. Upon receipt of a numbered revision, file it according to the provided instructions as soon as possible. Additionally, a record of filing must be made on the following Log of Revisions page. 5. Revision Bars Changes to data in an existing section will be identified by a revision bar in the outer margin of the page. Change bars are used in figures to indicate changes. 6. Temporary Revisions Temporary revisions are used to provide time sensitive information and changes as they become available. Temporary revisions provide, with the least possible delay, new information which assists in maintaining safe and efficient flight/ground operations.temporary revisions are incorporated at the next regularly scheduled revision and become a permanent part of the manual. Upon receipt of a Temporary Revision, file the revision in the applicable chapter in accordance with filing instructions that appear on the Temporary Revision. Additionally, a record of filing the 1-3

INTRODUCTION PUBLICATION CHANGE REQUEST FORM MMEL: M & O PROCEDURES MANUAL Temporary Revision must be made in the Log of Temporary Revisions. Typically, the Log Of Temporary Revisions will be replaced by a blank log when a numbered revision is issued. Temporary Revisions should be removed from this manual only when removal instructions are noted on the regular revision summary sheet or by instructions noted on a superseding Temporary Revision. 7. Publication Change Request Form A Publication Change Request form can be found online at the following link: http://servicecenters.cirrusdesign.com/techpubs/serviceloopform.asp Use the form to submit a Publications Change Request to our Engineering Department and/or to tell us what you think of the quality of the publication. We will use the data you provide us to improve the quality of our technical publications. 1-4

MMEL: M & O PROCEDURES MANUAL PROCEDURES 21-20-01, BLEED BIAS VALVE Procedures 21-20-01, Bleed Bias Valve 21 ENVIRONMENTAL CONTROL -20-01 Bleed Bias Valve C 1 0 (M)(O) May be inoperative provided: a) The defog valve is deactivated in the DEFOG position, and b) Alternate procedures are established and used to ensure sufficient visibility through the windscreen. NOTE: ECS BIAS VALVE FAIL system message advisory and ECS DEFOG VALVE FAIL system message advisory will be displayed. A. (M) Procedure (a) Command the defog valve to the DEFOG position by selecting BAT 2 and BAT 1 ON and selecting ECS DISABLE. (b) Disable the defog valve by disconnecting electrical connector P6235 at the defog valve actuator. (See Figure 1) 2-1

PROCEDURES MMEL: M & O PROCEDURES MANUAL 21-20-01, BLEED BIAS VALVE Figure 1: Defog Valve Connector P6235 DEFOG VALVE ACTUATOR (COPILOT'S SIDE) CONNECTOR P6235 DEFOG VALVE SF50_MO21_0408 B. (O) Procedure (a) (b) The pilot must ensure that he/she can reach the windshield when seated. The pilot must have a towel available to wipe condensation off the windshield in the event of subsequent failure of the BASS PRSOV. Per AFM section 8, "Use only a non-abrasive cotton cloth or genuine chamois to clean acrylic windows. Paper towel or newspaper are highly abrasive and will cause hairline scratches. 2-2

MMEL: M & O PROCEDURES MANUAL PROCEDURES 21-20-02, DEFOG SYSTEM 21-20-02, Defog System 21 ENVIRONMENTAL CONTROL -20-02 Defog System C 1 0 (M)(O) May be inoperative provided: a) The defog valve is deactivated in the DEFOG position, and b) Alternate procedures are established and used to ensure sufficient visibility through the windscreen. NOTE: ECS DEFOG VALVE FAIL advisory will be displayed. A. (M) Procedure The defog valve is normally commanded to the DEFOG position by selecting BAT 2 and BAT 1 ON, and selecting ECS DISABLE. With the defog valve inoperative, it may not respond as commanded. Therefore, the (M) procedure involves the following: (a) (b) Select BAT 2 and BAT 1 ON, and check defog valve position on the Environmental Synoptic. If the defog valve failure results in loss of position indication on the Synoptic, visually inspect the defog valve to ensure that its vane is in the DEFOG position. When the valve is in the DEFOG position, the corner of its vane is visible through the footwell heat outlet. Disable the defog valve by disconnecting electrical connector P6235 at the defog valve actuator. (See Figure 2) 2-3

PROCEDURES MMEL: M & O PROCEDURES MANUAL 21-20-02, DEFOG SYSTEM B. (O) Procedure (a) (b) The pilot must ensure that he/she can reach the windshield when seated. The pilot must have a towel available to wipe condensation off the windshield in the event of the subsequent failure of the BASS PRSOV. Per AFM section 8, Use only a non-abrasive cotton cloth or genuine chamois to clean acrylic windows. Paper towel or newspaper are highly abrasive and will cause hairline scratches. Figure 2: Defog Valve Installation FOOTWELL HEAT OUTLET DEFOG VALVE VANE (IN DEFOG POSITION) DEFOG VALVE (PILOT'S SIDE) SF50_MO21_0409 2-4

MMEL: M & O PROCEDURES MANUAL PROCEDURES 21-30-01, CABIN PRESSURIZATION SYSTEM 21-30-01, Cabin Pressurization System 21 ENVIRONMENTAL CONTROL -30-01 Cabin Pressurization System -01 For Operations At Altitudes Not Requiring Oxygen A (FAA operators) C 1 0 (O) May be inoperative provided: a) CABIN PRESS 1 circuit breaker is pulled and collared, b) CABIN PRESSURE DUMP switch is selected ON, and c) Aircraft is operated at cabin altitudes as required by 14 CFR or below. NOTE 1: The CABIN PRESSURE CTRL FAIL caution message will be displayed, and the CABIN ALTITUDE HIGH warning message will be displayed at 10,000 feet cabin altitude. NOTE 2: Selecting the DUMP switch ON depressurizes the cabin to the 14,300 ± 300 ft setting of the outflow valves' maximum altitude limiter and inhibits Emergency Descent Mode. B (EASA operators) C 1 0 (O) May be inoperative provided: a) CABIN PRESS 1 circuit breaker is pulled and collared, b) CABIN PRESSURE DUMP switch is selected ON, and c) Aircraft is not operated above 10,000 ft pressure altitude. NOTE 1: The CABIN PRESSURE CTRL FAIL caution message will be displayed, and the CABIN ALTITUDE HIGH warning message will be displayed at 10,000 feet cabin altitude. NOTE 2: Selecting the DUMP switch ON depressurizes the cabin to the 14,300 ± 300 ft setting of the outflow valves' maximum altitude limiter and inhibits Emergency Descent Mode. 2-5

PROCEDURES MMEL: M & O PROCEDURES MANUAL 21-30-01, CABIN PRESSURIZATION SYSTEM -02 For Operations At Altitudes Requiring Oxygen A (FAA operators) C 1 0 (O) May be inoperative provided: a) CABIN PRESS 1 circuit breaker is pulled and collared, b) CABIN PRESSURE DUMP switch is selected ON, and c) Aircraft is operated at 25,000 feet cabin altitude or below, and d) Flight crew and passenger oxygen system is operative and used as required by 14 CFR. NOTE 1: The CABIN PRESSURE CTRL FAIL caution message will be displayed, and the CABIN ALTITUDE HIGH warning message will be displayed at 10,000 feet cabin altitude. NOTE 2: Selecting the DUMP switch ON depressurizes the cabin to the 14,300 ± 300 ft setting of the outflow valves' maximum altitude limiter and inhibits Emergency Descent Mode. B (EASA operators) C 1 0 (O) May be inoperative provided: a) CABIN PRESS 1 circuit breaker is pulled and collared, b) CABIN PRESSURE DUMP switch is selected ON, and c) Aircraft is operated at 25,000 feet cabin altitude or below, and d) Flight crew and passenger oxygen system is operative and used as required by regulations. NOTE 1: The CABIN PRESSURE CTRL FAIL caution message will be displayed, and the CABIN ALTITUDE HIGH warning message will be displayed at 10,000 feet cabin altitude. NOTE 2: Selecting the DUMP switch ON depressurizes the cabin to the 14,300 ± 300 ft setting of the outflow valves' maximum altitude limiter and inhibits Emergency Descent Mode. 2-6

MMEL: M & O PROCEDURES MANUAL PROCEDURES 21-30-01, CABIN PRESSURIZATION SYSTEM A. (O) Procedure The (O) procedure is described in the MMEL provisos. The CABIN PRESS 1 circuit breaker is located on the Copilot CB panel and the CABIN PRES- SURE DUMP switch is located on the overhead emergency panel. Supplemental oxygen is supplied to the pilot by selecting the MASTER OXYGEN switch on the bolster panel. When cabin pressure altitude reaches 10,000 ft, the passenger oxygen solenoid will be automatically commanded by the avionics. The AFM emergency procedure for the CABIN ALTITUDE HIGH warning message requires that the pilot ensure passengers are receiving oxygen. This can be done by the following: (a) (b) Ensure that the passengers are wearing their masks and the mask bags are inflating slightly. Ensure that the CABIN ALTITUDE HIGH warning message is displayed as expected and the OXYGEN PASSENGER FAIL caution message is not displayed. 2-7

PROCEDURES MMEL: M & O PROCEDURES MANUAL 21-30-02, CABIN PRESSURE DUMP SWITCH 21-30-02, CABIN PRESSURE DUMP Switch 21 ENVIRONMENTAL CONTROL -30-02 CABIN PRESSURE DUMP Switch -01 For Operations At Altitudes Not Requiring Oxygen A (FAA operators) C 1 0 (O) May be failed in the DUMP position provided: a) CABIN PRESS 1 circuit breaker is pulled and collared, and b) Aircraft is operated at cabin altitudes as required by 14 CFR or below. NOTE 1: The CABIN PRESSURE CTRL FAIL amber caution message will be displayed, and the CABIN ALTITUDE HIGH red warning message will be displayed at 10,000 feet cabin altitude. NOTE 2: Selecting the DUMP switch ON depressurizes the cabin to the 14,300 ± 300 ft setting of the outflow valves' maximum altitude limiter and inhibits Emergency Descent Mode. B (EASA operators) C 1 0 (O) May be failed in the DUMP position provided: a) CABIN PRESS 1 circuit breaker is pulled and collared, and b) Aircraft is not operated above 10,000 ft pressure altitude. NOTE 1: The CABIN PRESSURE CTRL FAIL caution message will be displayed, and the CABIN ALTITUDE HIGH warning message will be displayed at 10,000 feet cabin altitude. -02 For Operations At Altitudes Requiring Oxygen NOTE 2: Selecting the DUMP switch ON depressurizes the cabin to the 14,300 ± 300 ft setting of the outflow valves' maximum altitude limiter and inhibits Emergency Descent Mode. 2-8

MMEL: M & O PROCEDURES MANUAL PROCEDURES 21-30-02, CABIN PRESSURE DUMP SWITCH A (FAA operators) C 1 0 (O) May be failed in the DUMP position provided: a) CABIN PRESS 1 circuit breaker is pulled and collared, b) Aircraft is operated at 25,000 feet cabin altitude or below, and c) Flight crew and passenger oxygen system is operative and used as required by 14 CFR. NOTE 1: The CABIN PRESSURE CTRL FAIL caution message will be displayed, and the CABIN ALTITUDE HIGH warning message will be displayed at 10,000 feet cabin altitude. NOTE 2: Selecting the DUMP switch ON depressurizes the cabin to the 14,300±300 ft setting of the outflow valves' maximum altitude limiter and inhibits Emergency Descent Mode. B (EASA operators) C 1 0 (O) May be failed in the DUMP position provided: a) CABIN PRESS 1 circuit breaker is pulled and collared, b) Aircraft is operated at 25,000 feet cabin altitude or below, and c) Flight crew and passenger oxygen system is operative and used as required by regulations. NOTE 1: The CABIN PRESSURE CTRL FAIL caution message will be displayed, and the CABIN ALTITUDE HIGH warning message will be displayed at 10,000 feet cabin altitude. NOTE 2: Selecting the DUMP switch ON depressurizes the cabin to the 14,300±300 ft setting of the outflow valves' maximum altitude limiter and inhibits Emergency Descent Mode. A. (O) Procedure The (O) Procedure is described in the MMEL provisos. Refer to MMEL 21-30-01 for further information. 2-9

PROCEDURES MMEL: M & O PROCEDURES MANUAL 21-30-03, HIGH CABIN ALTITUDE DETECTOR 21-30-03, High Cabin Altitude Detector 21 ENVIRONMENTAL CONTROL -30-03 High Cabin Altitude Detector -01 For Operations At Altitudes Not Requiring Oxygen A (FAA operators) C 1 0 (O) May be inoperative provided: a) CABIN PRESS 1 circuit breaker is pulled and collared, b) CABIN PRESSURE DUMP switch is selected ON, and c) Aircraft is operated at cabin altitudes as required by 14 CFR or below. NOTE 1: The CABIN PRESSURE CTRL FAIL caution message will be displayed, and if the switch is failed open the CABIN ALTITUDE HIGH warning message will be displayed. NOTE 2: Selecting the DUMP switch ON depressurizes the cabin to the 14,300 ± 300 ft setting of the outflow valves' maximum altitude limiter and inhibits Emergency Descent Mode. B (EASA operators) C 1 0 (O) May be inoperative provided: a) CABIN PRESS 1 circuit breaker is pulled and collared, b) CABIN PRESSURE DUMP switch is selected ON, and c) Aircraft is not operated above 10,000 ft pressure altitude. NOTE 1: The CABIN PRESSURE CTRL FAIL caution message will be displayed, and if the switch is failed open the CABIN ALTITUDE HIGH warning message will be displayed. NOTE 2: Selecting the DUMP switch ON depressurizes the cabin to the 14,300 ± 300 ft setting of the outflow valves' maximum altitude limiter and inhibits Emergency Descent Mode. 2-10

MMEL: M & O PROCEDURES MANUAL PROCEDURES 21-30-03, HIGH CABIN ALTITUDE DETECTOR -02 For Operations At Altitudes Requiring Oxygen A (FAA operators) C 1 0 (O) May be inoperative provided: a) CABIN PRESS 1 circuit breaker is pulled and collared, b) CABIN PRESSURE DUMP switch is selected ON, c) Aircraft is operated at 25,000 feet cabin altitude or below, and d) Flight crew and passenger oxygen system is operative and used as required by 14 CFR. NOTE 1: The CABIN PRESSURE CTRL FAIL amber caution message will be displayed, and if the switch is failed open the CABIN ALTITUDE HIGH warning message will be displayed. NOTE 2: Selecting the DUMP switch ON depressurizes the cabin to the 14,300 ± 300 ft setting of the outflow valves' maximum altitude limiter and inhibits Emergency Descent Mode. B (EASA operators) C 1 0 (O) May be inoperative provided: a) CABIN PRESS 1 circuit breaker is pulled and collared, b) CABIN PRESSURE DUMP switch is selected ON, c) Aircraft is operated at 25,000 feet cabin altitude or below, and d) Flight crew and passenger oxygen system is operative and used as required by regulations. NOTE 1: The CABIN PRESSURE CTRL FAIL caution message will be displayed, and if the switch is failed open, the CABIN ALTITUDE HIGH warning message will be displayed. NOTE 2: Selecting the DUMP switch ON depressurizes the cabin to the 14,300 ± 300 ft setting of the outflow valves' maximum altitude limiter and inhibits Emergency Descent Mode. 2-11

PROCEDURES MMEL: M & O PROCEDURES MANUAL 21-30-03, HIGH CABIN ALTITUDE DETECTOR A. (O) Procedure The (O) Procedure is described in the MMEL provisos. Refer to MMEL 21-30-01 for further information. 2-12

MMEL: M & O PROCEDURES MANUAL PROCEDURES 21-50-01, AIR CONDITIONING SYSTEM 21-50-01, Air Conditioning System 21 ENVIRONMENTAL CONTROL -50-01 Air Conditioning System C 1 0 (M) May be inoperative provided: a) Air Conditioning System is deactivated, and b) Power-on ground operations are limited to 30 minutes with OAT above 85 F (29 C). NOTE: Power-on ground operations exceeding 30 minutes with an inoperative Air Conditioning System and ambient temperatures above 85 F (29 C) could lead to overheating which may damage avionics line replaceable units. A. (M) Procedure (a) (b) Ensure that the air conditioning inlet door is closed and then pull and collar the AC INLET DOOR circuit breaker on the nose CB panel. Disable the air conditioning system by disconnecting, capping, and stowing the electrical power and return cables from the air conditioning compressor. (See Figure 3) 2-13

PROCEDURES MMEL: M & O PROCEDURES MANUAL 21-50-01, AIR CONDITIONING SYSTEM Figure 3: Air Conditioning Installation COMPRESSOR GROUND CABLE AIR CONDITIONING COMPRESSOR COMPRESSOR POWER CABLE SF50_MO21_0410 2-14

MMEL: M & O PROCEDURES MANUAL PROCEDURES 21-50-02, AIR CONDITIONING SYSTEM INLET DOOR ACTUATOR 21-50-02, Air Conditioning System Inlet Door Actuator 21 ENVIRONMENTAL CONTROL -50-02 Air Conditioning System Inlet Door Actuator -01 Closed C 1 0 (M) May be inoperative provided: a) Air Conditioning System is deactivated, and b) Power-on ground operations are limited to 30 minutes with OAT above 85 F (29 C). NOTE 1: The Air Conditioning System will be inoperative. NOTE 2: Power-on ground operations exceeding 30 minutes with an inoperative air conditioning system and ambient temperatures above 85 F (29 C) could lead to overheating which may damage avionics line replaceable units. -02 Open C 1 0 May be inoperative in the open position. A. (M) Procedure Refer to MMEL 21-50-01 for the (M) Procedure. 2-15

PROCEDURES MMEL: M & O PROCEDURES MANUAL 21-60-01, TEMPERATURE CONTROL VALVE (TCV) 21-60-01, Temperature Control Valve (TCV) 21 ENVIRONMENTAL CONTROL -60-01 Temperature Control Valve (TCV) C 1 0 (M)(O) May be inoperative provided: a) TCV is deactivated and confirmed OPEN, and b) Alternate procedures are established and used. NOTE 1: The TCV CONTROL FAIL caution message will be displayed. NOTE 2: TCV failure may result in inability to heat the cabin and/or defog the windscreen. A. (M) Procedure (a) (b) (c) Disable the TCV by disconnecting, capping, and stowing the "Motor" connector and the P7090 "Control" connector from the TCV Controller. (See Figure 4) Disconnect and move the TCV outlet duct, and inspect the TCV to ensure that its butterfly plate is spring-biased fully open. Reconnect the TCV outlet duct. 2-16

MMEL: M & O PROCEDURES MANUAL PROCEDURES 21-60-01, TEMPERATURE CONTROL VALVE (TCV) Figure 4: TCV Installation TCV CONTROLLER CONTROL CONNECTOR P7090 MOTOR CONNECTOR TCV TCV MOTOR BUTTERFLY PLATE (FULLY OPEN) SF50_MO21_0411 B. (O) Procedure The (O) Procedure involves the AFM Abnormal Procedures for the ECS BLEED HOT and ECS BLEED OVERHEAT caution CAS messages, which cannot be performed as written with the TCV inoperative. Therefore, the revised AFM Abnormal Procedures for ECS BLEED HOT Caution and ECS BLEED OVERHEAT Caution to be used during MMEL dispatch with the TCV inoperative are as follows. 1. Cabin Temp Knob...FULL COLD If message extinguishes: a. No further action required. Procedure Complete If message persists: a. Thrust Lever...REDUCE AS PRACTICAL If message extinguishes: (1) No further action required. Procedure Complete If message persists: (1) Oxygen Masks...DON, NORM (2) BLEED Switch...FRESH (3) L / R MIC Switches...MASK MIC Procedure Complete 2-17

PROCEDURES MMEL: M & O PROCEDURES MANUAL 21-60-02, CABIN ZONE TEMPERATURE SENSORS 21-60-02, Cabin Zone Temperature Sensors 21 ENVIRONMENTAL CONTROL -60-02 Cabin Zone Temperature Sensors C 2 0 (O) May be inoperative provided TEMP BACKUP mode is verified operative. A. (O) Procedure (a) (b) Select TEMP BACKUP. Adjust the TEMP knob on the cockpit control panel and verify on the Environmental Synoptic that the TCV position indicator is green and shows the correct orientation. (See Figure 5) Figure 5: TCV Position Indicator on Environmental Synoptic when the TEMP knob is adjusted to the maximum cool position (TCV % OPEN is between 95% and 100%) when the TEMP knob is adjusted to the maximum warm position (TCV % OPEN is between 0% and 5%) when the TEMP knob is adjusted to an intermediate position SF50_MO21_0416 2-18

MMEL: M & O PROCEDURES MANUAL PROCEDURES 21-60-03, PRIMARY ANTICIPATOR (DUCT TEMPERATURE SENSOR) 21-60-03, Primary Anticipator (Duct Temperature Sensor) 21 ENVIRONMENTAL CONTROL -60-03 Primary Anticipator (Duct Temperature Sensor) C 1 0 (O) May be inoperative provided: a) Secondary anticipator is verified operative, and b) TEMP BACKUP mode is verified operative. NOTE: The ECS CONTROL FAIL caution message will be displayed. A. (O) Procedure The (O) procedure to verify that the secondary anticipator is operative involves the following: (a) Confirm the ECS TEMP SENSOR FAIL advisory is not displayed. Unlike anticipator #1, its output is not displayed on the Environmental Synoptic. Refer to the (O) Procedures for 21-60-02, Cabin Zone Temperature Sensors to verify that TEMP BACKUP mode is operative. 2-19

PROCEDURES MMEL: M & O PROCEDURES MANUAL 21-60-04, SECONDARY ANTICIPATOR (DUCT TEMPERATURE SENSOR) 21-60-04, Secondary Anticipator (Duct Temperature Sensor) 21 ENVIRONMENTAL CONTROL -60-04 Secondary Anticipator (Duct Temperature Sensor) C 1 0 (O) May be inoperative provided: a) Primary anticipator is verified operative, and b) TEMP BACKUP mode is verified operative. A. (O) Procedure The (O) procedure to verify that the primary anticipator is operative involves the following: (a) (b) With the engine OFF, select BAT 2 and BAT 1 ON. On the Environmental Synoptic, verify that the BLEED TEMP synoptic indicates approximately the same temperature as the FWD TEMP and AFT TEMP cabin temperature synoptics. (With the engine OFF, all three temperatures should be approximately equal to the outside ambient temperature.) Refer to the (O) Procedures for 21-60-02, Cabin Zone Temperature Sensors to verify that TEMP BACKUP mode is operative. 2-20

MMEL: M & O PROCEDURES MANUAL PROCEDURES 21-60-05-02, PRIMARY ECS CONTROL PANEL, TEMP BACKUP SWITCH 21-60-05-02, Primary ECS Control Panel, TEMP BACKUP Switch 21 ENVIRONMENTAL CONTROL -60-05 Primary ECS Control Panel -02 TEMP BACKUP Switch C 1 0 (O) May be inoperative provided alternate procedures are established and used. A. (O) Procedure The MMEL proviso that "alternate procedures are established and used" involves the last half of the procedure for ECS BLEED OVERHEAT caution CAS message as described in the (O) Procedures for 21-60-01, Temperature Control Valve (TCV). 2-21

PROCEDURES MMEL: M & O PROCEDURES MANUAL 21-60-05-03, PRIMARY ECS CONTROL PANEL, ECS DISABLE SWITCH 21-60-05-03, Primary ECS Control Panel, ECS DISABLE Switch 21 ENVIRONMENTAL CONTROL -60-05 Primary ECS Control Panel -03 ECS DISABLE Switch C 1 0 (M) May be inoperative provided: a) Air Conditioning System is deactivated, and b) Power-on ground operations are limited to 30 minutes with OAT above 85 F (29 C). NOTE: Power-on ground operations exceeding 30 minutes with an inoperative Air Conditioning System and ambient temperatures above 85 F (29 C) could lead to overheating which may damage avionics line replaceable units. A. (M) Procedure (a) Refer to MMEL 21-50-01, Air Conditioning System, for the (M) procedure. 2-22

MMEL: M & O PROCEDURES MANUAL PROCEDURES 22-20-01, GO AROUND BUTTON 22-20-01, Go Around Button 22 AUTO FLIGHT -20-01 Go Around Button C 1 0 May be inoperative provided Autopilot is disconnected for go-around. NOTE: Missed approach guidance must be activated manually. A. (O) Procedure (a) Disconnect the autopilot for go-around by selecting the AP button on the GMC 707 autopilot mode controller and/or the disconnect switch on the pilot's and/or copilot's side stick. 2-23

PROCEDURES MMEL: M & O PROCEDURES MANUAL 22-30-01, THROTTLE SERVO 22-30-01, Throttle Servo 22 AUTO FLIGHT -30-01 Throttle Servo C 1 0 (O) May be inoperative provided: a) THROTTLE SERVO circuit breaker is pulled and collared, and b) Operations do not require its use. NOTE: Throttle servo will be unavailable for friction lock, emergency descent mode, and CAPS deployment. A. (O) Procedure The proviso that "operations do not require its use" involves the potential for operational procedures requiring the use of the throttle friction lock. 2-24

MMEL: M & O PROCEDURES MANUAL PROCEDURES 23-50-03, PRESS-TO-TALK SWITCHES 23-50-03, Press-to-Talk Switches 23 COMMUNICATIONS -50-03 Press-to-Talk Switches D 2 1 (M) Copilot press-to-talk switch may be inoperative provided the button is verified failed open (non-transmitting). A. (M) Procedure (a) (b) Plug in the pilot's and copilot's headsets. Speak into the boom mic of the copilot's headset and verify that no audio is transmitted from the mic. 2-25

PROCEDURES MMEL: M & O PROCEDURES MANUAL 25-20-01-02, SECOND ROW PASSENGER SEATS, RECLINE MECHANISM 25-20-01-02, Second Row Passenger Seats, Recline Mechanism 25 EQUIPMENT/ FURNISHINGS -20-01 Second Row Passenger Seats -02 Seat Controls (Recline/Fore Aft Adjustment) A (FAA Operators) D - - (M) May be inoperative and seat occupied provided seat back is secured in the taxi, takeoff, and landing position. B (EASA Operators) D 3 0 (M) May be inoperative and seat occupied provided seat back is secured in the full upright position. A. (M) Procedure The (M) Procedure to secure the seat back in the full upright position is the same as that described in the AFM Section 4, Preflight Inspection. There are no provisions for a separate seat back locking/securing pin. If the seat back does not move during the AFM procedure, then the seat back's lever-actuated pawl and sector mechanism is engaged and the seat back can be considered secured. 2-26

MMEL: M & O PROCEDURES MANUAL PROCEDURES 25-20-01-04 AND -06, SECOND ROW PASSENGER SEATS, FORE/AFT ADJUSTMENT 25-20-01-04 and -06, Second Row Passenger Seats, Fore/Aft Adjustment 25 EQUIPMENT/ FURNISHINGS -20-01 Second Row Passenger Seats -04 Fore/Aft Adjustment (EASA Operators) -06 Fore/Aft Adjustment (EASA Operators) D 1 0 (M) May be inoperative and seat occupied provided: a) Seat is secured, and b) Seat does not block an Emergency Exit. D 1 0 (M) May be inoperative and seat occupied provided: a) Seat is secured, and b) Third row passenger seats are blocked and placarded DO NOT OCCUPY. A. (M) Procedure The seat is secured by engaging the forward and aft seat attachment pins into the forward and aft floor fittings. (See Figure 6) The seat attachment pins are not clearly visible for inspection, therefore, with the fore/aft adjustment inoperative, the (M) Procedure to verify the seat is locked in place involves the following: (a) (b) (c) Remove the forward and left side cladding from the seat. Verify that either the release handle latch and/or the gas spring are functioning properly. 1 Visually verify that the release handle is attached to the locking mechanism, and that the latch is engaged in the clip. (See Figure 6) 2 Visually verify that both ends of the gas spring are attached to the locking mechanism. Operate the mechanism and verify that resistance from the gas spring is felt. (See Figure 6) Operate the mechanism and visually verify that the left and right seat attachment pins, nuts, and cotter pins move as expected. Return the mechanism to the locked position. 2-27

PROCEDURES MMEL: M & O PROCEDURES MANUAL 25-20-01-04 AND -06, SECOND ROW PASSENGER SEATS, FORE/AFT ADJUSTMENT (d) Manually apply force to the seat in the forward/aft, up/down, and left/right directions, and ensure that the seat cannot be removed from the floor fittings. WARNING Ensure all four locking pins are firmly attached into the floor fittings. If a seat is unoccupied, buckle the seat belt. Ensure all seats are completely locked in position before flight. Figure 6: Passenger Seat Attachments AFT SEAT ATTACH PIN RELEASE HANDLE GAS SPRING (ROD END) AFT SEAT ATTACH FITTING LATCH CLIP FWD SEAT ATTACH PIN HANDLE ATTACH ARM FWD SEAT ATTACH FITTING SF50_MO25_0417 2-28

MMEL: M & O PROCEDURES MANUAL PROCEDURES 25-60-01, EMERGENCY LOCATOR TRANSMITTER (ELT) 25-60-01, Emergency Locator Transmitter (ELT) 25 EQUIPMENT/ FURNISHINGS -60-01 Emergency Locator Transmitter (ELT) -01 (FAA Operators) A 1 0 (M) May be inoperative provided: a) System is deactivated, and b) Repairs are made within 90 days. -03 (FAA Operators) D 1 - (M) Any in excess of those required by 14 CFR may be inoperative provided system is deactivated. A. (M) Procedure The (M) Procedure to deactivate the ELT involves selecting the ELT OFF using the switch on the ELT unit. (See Figure 7) This requires the removal of baggage compartment panels to access the ELT in the tailcone. 2-29

PROCEDURES MMEL: M & O PROCEDURES MANUAL 25-60-01, EMERGENCY LOCATOR TRANSMITTER (ELT) Figure 7: Front Face of ELT 1 2 3 4 LEGEND 1. BNC Connector 2. Visual Indicator 3. Arm/On/Off Switch 4. Female DIN 12 Socket SF50_MO25_0412 2-30

MMEL: M & O PROCEDURES MANUAL PROCEDURES 25-60-02, REMOTE EMERGENCY LOCATOR TRANSMITTER (ELT) SWITCH 25-60-02, Remote Emergency Locator Transmitter (ELT) Switch 25 EQUIPMENT/ FURNISHINGS -60-02 Remote Emergency Locator Transmitter (ELT) Switch C 1 0 (M) May be inoperative provided. a) ELT switch is disconnected, and b) ELT is operative in the ARMED mode. A. (M) Procedure (a) (b) (c) (d) (e) (f) Remove the Overhead Emergency Panel to gain access to the five wires to the Remote ELT Switch. (See Figure 8) Disconnect the five wires to the Remote ELT Switch. Replace the Overhead Emergency Panel. Remove the aft baggage compartment aft panel and/or ski tube to gain access to the ELT in the aft fuselage. Switch the ELT Arm/ON/OFF switch from ARM (its normal position) to OFF to ARM. (See Figure 7) Check that the Self-Test result is OK (one long flash of the red visual indicator). (See Figure 7) 2-31

PROCEDURES MMEL: M & O PROCEDURES MANUAL 25-60-02, REMOTE EMERGENCY LOCATOR TRANSMITTER (ELT) SWITCH Figure 8: Remote ELT Switch REMOTE ELT SWITCH CONNECTIONS REMOTE ELT SWITCH RIGHT EMERGENCY HARNESS SF50_MO25_0413 2-32

MMEL: M & O PROCEDURES MANUAL PROCEDURES 26-20-02, ENGINE FIRE EXTINGUISHERS 26-20-02, Engine Fire Extinguishers 26 FIRE PROTECTION -20-02 Engine Fire Extinguishers B 2 1 A. (O) Procedure None required, however the AFM emergency procedures for the ENGINE FIRE warning CAS message include the following memory item step: b. Left or Right PUSH TO DISCHARGE Button...PUSH The pilot will need to ensure that the PUSH TO DISCHARGE Button associated with the operative fire extinguisher is pushed. 2-33

PROCEDURES MMEL: M & O PROCEDURES MANUAL 27-10-01, ROLL TRIM INDICATION 27-10-01, Roll Trim Indication 27 FLIGHT CONTROLS -10-01 Roll Trim Indication C 1 0 (O) May be inoperative provided. a) Aileron Trim Tab is visually checked for full range of operation, b) Aileron Trim Tab operation is not restricted, and c) Aileron Trim Tab is positioned to NEUTRAL prior to each departure and appropriate setting is VERIFIED by visual inspection. A. (O) Procedure The procedures are described in the MMEL provisos. The procedures require two people - one in the cockpit to operate the aileron trim control, and one at the left wingtip to visually observe the trim tab motion and verify it is in the neutral position prior to departure. 2-34

MMEL: M & O PROCEDURES MANUAL PROCEDURES 27-30-01, STALL WARNING STICK SHAKER 27-30-01, Stall Warning Stick Shaker 27 FLIGHT CONTROLS -30-01 Stall Warning Stick Shaker B 1 0 (O) May be inoperative provided. a) STICK SHAKER circuit breaker is pulled and collared, b) Stall warning aural alert is verified operative prior to each departure, and c) Flight is conducted in accordance with the AFM CG limitations. A. (O) Procedure (a) The stall warning aural alert is verified operative during the Avionics Initialization test performed during the AFM chapter 4 "Before Engine Start" procedure. 2-35

PROCEDURES MMEL: M & O PROCEDURES MANUAL 28-40-01, FUEL TEMPERATURE INDICATION 28-40-01, Fuel Temperature Indication 28 FUEL -40-01 Fuel Temperature Indication C 1 0 May be inoperative provided. a) Both OAT probes are operative, and b) Operations are conducted at OAT > -40 F (-40 C). A. (M) and (O) Procedures Both OAT probes are verified operative by confirming that when GDC 1 and GDC 2 are selected via the GTC as the active air data source, both display approximately the same OAT in the lower left corner of the PFD. 2-36

MMEL: M & O PROCEDURES MANUAL PROCEDURES 30-20-01, ENGINE INLET ICE PROTECTION SYSTEM 30-20-01, Engine Inlet Ice Protection System 30 ICE AND RAIN PROTECTION -20-01 Engine Inlet Ice Protection System -01 C 1 0 (O) May be failed ON provided: a) System pressure is verified to be regulated normally, 15-24 psig, b) Aircraft is operated at outside air temperatures < 50 F (10 C), and c) ENGINE IPS switch is ON at all times when engine is running. -02 C 1 0 (O) May be failed OFF provided: a) Aircraft is not operated in IMC, b) Aircraft is not operated in visible moisture with static air temperature of 50 F (10 C) or less, c) Aircraft is not operated in known or forecast icing conditions, and d) ENGINE IPS switch is OFF for all operations. NOTE: IPS ENG INLET OFF amber caution message will be displayed when the WING STAB ICE PROTECT switch is ON. A. (O) Procedure The 30-20-01-01 (O) procedure requiring that "system pressure is verified to be regulated normally" involves the following: (a) (b) Start the engine. On the ICE PROTECTION Synoptic, verify that Inlet Pressure is 15-24 psig. 2-37

PROCEDURES MMEL: M & O PROCEDURES MANUAL 30-20-02, ENGINE INLET ICE PROTECTION SYSTEM TEMPERATURE SENSOR 30-20-02, Engine Inlet Ice Protection System Temperature Sensor 30 ICE AND RAIN PROTECTION -20-02 Engine Inlet Ice Protection System Temperature Sensor -01 C 1 0 May be inoperative provided engine inlet ice protection system pressure sensor is verified operative. -02 C 1 0 (O) May be inoperative provided: a) Aircraft is not operated in IMC, b) Aircraft is not operated in visible moisture with static air temperature of 50 F (10 C) or less, c) Aircraft is not operated in known or forecast icing conditions, and d) ENGINE IPS switch is OFF for all operations. NOTE: IPS ENG INLET OFF amber caution message will be displayed when the WING STAB ICE PROTECT switch is ON. A. (M) and (O) Procedures The (O) procedures for 30-20-02-01 involve the following: (a) (b) If the engine is off, confirm on the ICE PROTECTION Synoptic that Inlet Pressure = 0 PSI If the engine is on, confirm on the ICE PROTECTION Synoptic that Inlet Pressure > 15 PSI 2-38

MMEL: M & O PROCEDURES MANUAL PROCEDURES 30-30-02, PITOT HEAT INDICATION SYSTEM 30-30-02, Pitot Heat Indication System 30 ICE AND RAIN PROTECTION -30-02 Pitot Heat Indication System B 2 0 (O) May be inoperative provided: a) Aircraft is not operated in IMC, b) Flight is not conducted in visible moisture, c) Aircraft is not operated in known or forecast icing conditions, and d) Both pitot heaters are verified operative. NOTE: PROBE HEAT FAIL L and/or PROBE HEAT FAIL R amber caution messages will be displayed when PROBE HEAT switch is ON. A. (O) Procedure The (O) procedure is described in the MMEL provisos. Verification that the pitot heaters are operative involves a brief tactile check. WARNING Pitot Probe may be HOT. 2-39

PROCEDURES MMEL: M & O PROCEDURES MANUAL 30-40-02, WINDSHIELD ICE PROTECTION FLUID QUANTITY INDICATION 30-40-02, Windshield Ice Protection Fluid Quantity Indication 30 ICE AND RAIN PROTECTION -40-02 Windshield Ice Protection Fluid Quantity Indication C 1 0 (O) May be inoperative provided fluid reservoir is verified full prior to flight. NOTE: IPS FLUID QUANTITY FAIL system message advisory will be displayed. A. (M) and (O) Procedures The (O) procedure to verify that the TKS fluid reservoir is verified full involves checking that TKS fluid is visible at the top of the filler port on the right side of the aft fuselage. 2-40

MMEL: M & O PROCEDURES MANUAL PROCEDURES 31-30-01, FLIGHT HOURS METER 31-30-01, Flight Hours Meter 31 INDICATING/ RECORDING SYSTEMS -30-01 Flight Hours Meter C 1 0 (O) May be inoperative provided flight time is tracked by alternate means. A. (O) Procedure The procedure requiring that "flight time is tracked by alternate means" involves manually recording flight time in the maintenance log book. 2-41

PROCEDURES MMEL: M & O PROCEDURES MANUAL 31-30-02, HOBBS (ENGINE RUN) METER 31-30-02, Hobbs (Engine Run) Meter 31 INDICATING/ RECORDING SYSTEMS -30-02 Hobbs (Engine Run) Meter C 1 0 (O) May be inoperative provided engine run time is tracked by alternate means. A. (M) and (O) Procedures The procedure requiring that "flight time is tracked by alternate means" involves manually recording engine run time in the maintenance log book. 2-42

MMEL: M & O PROCEDURES MANUAL PROCEDURES 33-40-01-02, EXTERIOR CONVENIENCE LIGHTING 33-40-01-02, Exterior Convenience Lighting 33 LIGHTS -40-01 Exterior Convenience Lighting -02 D 10 0 (O) May be inoperative for Night operations provided alternate procedures are established and used. A. (M) and (O) Procedures The alternate procedures required for Night operations address Preflight Inspection and pilot and passenger entry and egress. Typically a handheld flashlight can be used to provide adequate illumination for entry and egress for Night operations. 2-43

PROCEDURES MMEL: M & O PROCEDURES MANUAL 34-40-01, TCAS-I (TRAFFIC COLLISION AVOIDANCE SYSTEM) 34-40-01, TCAS-I (Traffic Collision Avoidance System) 34 NAVIGATION -40-01 TCAS-I (Traffic Collision Avoidance System) -01 B 1 0 (M) May be inoperative provided: a) System is deactivated and secured, and b) Enroute or approach procedures do not require its use. -02A (FAA operators) C 1 0 (M) May be inoperative provided: a) Not required by 14 CFR, b) System is deactivated and secured, and c) Enroute or approach procedures do not require its use. -02B (EASA operators) C 1 0 (M) May be inoperative provided: a) Not required by regulations, b) System is deactivated and secured, and c) Enroute or approach procedures do not require its use. A. (M) Procedure The (M) procedure to deactivate and secure the TCAS-I system involves pulling and collaring the TRAFFIC circuit breaker on the aft CB panel. 2-44