A Workbook Caution and Warning Light Rev 8

PITCH TRIM L AC BUS PITOT HEAT STBY ICE DETECT FAIL FLT COMPT DUCT HOT
#1 HYD ISO VALVE #1 PEC #1 ENG FUEL PRESS#2 ENG FUEL PRESS #2 PEC ROLL SPLR INBD GND
ROLL SPLR OUTBD GND#1 STALL SYST FAILFLT DATA RECORDER
ELEVATOR FELL R AC BUS PITOT HEAT 1 PITOT HEAT 2 CABIN DUCT HOT #2 HYD ISO VALVE#1 BLEED HOT #1 ENG HYD PUMP #2 ENG HYD PUMP #2 BLEED HOT SPLR
#1 STBY HYD PUMP HOT OUTBD #2 STALL SYST FAIL GPWS
ELEVATOR ASYMMETRY DC BUS ENG ADPT HEAT 1 ENG ADPT HEAT 2 CABIN PACK HOT STBY BATTERY #1 DC GEN HOT #1 DC GEN #2 DC GEN #2 DC GEN HOT ROLL SPLR INBD HYD
ROLL SPLR OUTBD HYDPUSHER FAIL PARKING BRAKE
ELEVATOR PRESS L RTU WSHLD CTRL PROP DEICE FLT COMPT PACK HOT
MAIN BATTERY #1 AC GEN HOT #1 AC GEN #2 AC GEN #2 AC GEN HOT #1 RUD HYD #2 RUD HYD INBD ANTISKID OUTBD ANTISKID
#3 STBY HYD PUMP R RTU WHSHLD HOT DEICE TIMER L TRU HOT AUX BATTERY #1 HYD FLUID HOT #1 ENG FADEC #2 ENG FADEC #2 HYD FLUID HOT RUD CTRL FLAP DRIVE LDG GEAR INOP WT ON WHEELS
EMER LTS DISARMED

INTERNAL BAGG DOORSIDE WDO HOT DEICE PRESS R TRU HOT AVIONICS #1 FUEL FLTR BYPASS #1 TANK FUEL LOW #2 TANK FUEL LOW #2 FUEL FLTR BYPASS APU FLAP POWER NOSE STEERING FUELING ON
CABIN PRESS CHECK FIRE DET SMOKE TOUCHED RUNWAY ---------- ----------- #1 ENG OIL PRESS#1 ENG FADEC FAIL #2 ENG FADEC FAIL #2 ENG OIL PRESS STBY BAT HOT AUX BAT HOT MAIN BAT HOT FUSELAGE DOORS
Component location
BACK (Remote) Control Audio Unit (RCAU)
Digital Passenger announcement System
wardrobe
1 Wardrobe Data Transfer Unit (DTU)
Passenger Address Amplifier (PAA)
EXIT
2 Ground Proximity Warning Computer
1 Relay Junction Box 3

1
Relay Junction Box 2
3
2 Relay Junction Box 1
2
TCAS computer
3 ATC Transponder 1 or 2
4
3 VDL 4000 Data Link
4
HGS Computer
Flap Control Unit
5 5 4 Electronic Flight Control Unit
Flap Position Indication Unit
6
Electronic Enviroment Control Unit
G-Switch
7 6 5
Radio Altimeter 1 or 2
8 CB Box For NVS

NVS Computer
6
9 APU DC Generator Control Unit
7
AC Generator Control Unit 1 or 2
10 Anti-Skid Control Unit

7 High Level Control Unit
7 High Level Control Unit
11 8
Fuel Quantity Computer
Timer Monitor Control Unit 1 or 2

12
Sheet5!A1
9 8 Propeller Deicing Relay 1 or 2
AHRU 1 or 2
IRS
9
VHF Nav 3
BACK
Pitch Trim
Two pitch trim actuators installed on top of the pitch feel and trim units supply elevator trim. The elevator trim actuator is
controlled automatically by the autopilot or manually by the trim switches on the pilot's and copilot's control hand wheels.
LOGIC
This light will come on when the flight control electronic control unit (FCECU) senses that:
Either channel has lost its ability to command and control its related pitch trim actuator
OR
Pilot and copilot commands disagree
RESET
DH8-400-SL-27-003
MMEL
There is no MEL relief for this indication
OTHER INDICATIONS POSSIBLE

CDS FAULT – CPILTRIM SW FAILURE, PILTRIM SW FAILURE CAUTION PANEL –ADU 1 or ADU 2 PFD Fault - Auto Trim Fail
POSSIBLE COMPONENTS
FCECU FAILURE, CPILTRIM SW, PILTRIM SW, LT PTRIM ACT FAIL, RT PTRIM ACT FAIL, ADU 1, ADU 2
FIM
TASK 27-30-00-810-803 PITCH TRIM (Caution) - Fault Isolation
Pitch Trim Actuators

BACK
BACK
Elevator Feel
Artificial feel is produced by two pitch feel actuators attached to the PFTUs. As airspeed and aircraft vertical acceleration
increases or decreases, the FCECU commands the pitch feel actuators to extend or retract respectively. This results in an
increase or decrease in the amount of artificial feel (and the speed at which it is applied) acting on the control columns. If
one pitch feel actuator fails, the elevator control system continues to operate using the operational actuator but with reduced artificial feel
LOGIC
ELEVATOR FEEL caution light comes on when there is a disagreement between the two elevator feel units.
RESET
There is no service letter to reset this light
MMEL
There is no MEL relief in the MMEL for this light

Auto trim fail message on the PFD
POSSIBLE COMPONENTS
FIM
Elevator Feel Actuators

BACK
BACK
Elevator Asymmetry
he Linear Variable Differential Transformers (LVDTs) attached to each elevator surface an ELEVATOR ASYMMETRY caution light comes on when there is a difference between the left and right elevator posit
LOGIC
For the caution light to come on, the difference in elevator position must be greater than:
- 6.0 ±1.0 °for airspeed less than185 kts (on aircraft without MS 4- 113392)
- 4.0 ±1.0 °for airspeed more than 185 kts (on aircraft without MS 4- 113392)
- 6.0 ±1.0 °for airspeed less than 215 kts (on aircraft with MS 4- 113392)
-4.5 ±1.0 °for airspeed more than 215 kts (on aircraft with MS 4- 113392)
-
RESET
Return the position of the elevator positions to less then the logic in according to
DH8-400-SL-27-001
MEL
There is no MMEL relief for this light
POSSIBLE COMPONENTS
FIM
Elevator Asymmetry LVDT (2)

BACK
eft and right elevator positions.
BACK
Elevator Press
The No. 1 hydraulic system supplies power to the left and right outboard PCUs. The No. 2 hydraulic system supplies power
to the left and right centre PCUs. The standby No. 3 hydraulic system supplies power to the left and right inboard standby
PCUs (inboard) on each elevator. The outboard and centre PCUs on each elevator are active at all times while the inboard
PCU is on standby. A switch labeled STBY HYD PRESS in the flight compartment activates the inboard PCUs.
LOGIC
The ELEVATOR PRESS caution light comes on when all three hydraulic systems have high pressure (all 3 Hydraulic systems are powering the Elevator)
RESET
ELEVATOR PRESS caution light can come on for conditions that are not malfunctions as follows:
No. 1 and No. 2 engines are operating
and
The HYD #3 ISOL VALVE annunciate switch is set to OPEN.
MMEL
There is no MMEL relief

There are no related central diagnostic system (CDS) messages
POSSIBLE COMPONENTS
Isolation valve pressure switch
FIM
TASK 29-30-00-810-801 Elevator Press Caution - Fault Isolation
#3 Hydraulic ISO valve

BACK
BACK
#3 STBY HYD PUMP

There are two pressure switches installed on the accumulator isolation valve which control operation of the DCMP. One of
these pressure switches signals the DCMP to operate if system pressure drops to 2600 psi and commands the DCMP to turn
off when system pressure reaches 3250 psi. The other pressure switch operates the #3 HYD PUMP caution light if
the system pressure falls to 900 psi, or the pump has been operating for longer than 60 seconds on the ground.
LOGIC
System pressure falls to 900 psi (6205 kPa)
Or
The pump has been operating for longer than 60 seconds on the ground.
RESET
MEL
There is no MMEL relief for this item
POSSIBLE COMPONENTS
FIM
#3 Hydraulic Manafold
BACK
BACK
Emer Lights Disarmed

When the EMERGENCY LIGHTING switch, on the wing bulkhead assembly, is set to ON, the emergency lights come on.
When the EMERGENCY LIGHTING switch is set to NORMAL, the emergency lights go off, but will come on if there is a
28 Vdc left main bus power failure.
LOGIC
An EMER LTS DISARMED caution light on the caution and warning panel comes on when the EMER LIGHTS- OFF/ ARM/ ON switch is not in the armed position.
RESET
Switch to the ARM position
MMEL
No MMEL relief for this item
POSSIBLE COMPONENTS
FIM
BACK
Cabin Press
The Cabin Pressure Control Panel and the Cabin Pressure Controller control the system in the automatic mode. Exhaust
air from the cabin and flight compartment is metered through the outflow valve in the rear pressure dome. Operation of
the outflow valve is automatically controlled by the Cabin Pressure Controller according to the flight profile and landing
elevation set by the aircrew. The valve can also be operated in the manual mode in the event of failure of the automatic
mode of control.
LOGIC
CABIN PRESS warning comes on when the cabin altitude is more than 10000 ft.
RESET
Descend the cabin to below 10000 ft.
MMEL
21-30-1 CABIN PRESS Warning Light may be inoperative provided flight is conducted at or below 10,000 feet MSL.

ARCDU can show – AFT OUTFLOW VALVE FAIL – CPC/OF VALVE DATA FAIL – CPC/ADU ARINC FAIL
– CPC/CIM ARINC FAIL – CIM/ADU ARINC FAIL – CP/CONTROL PANEL FAIL – CP CONTROLLER FAIL
– INDICATION MODULE FAIL.
POSSIBLE COMPONENTS
As mentioned above
FIM
TASK 21-30-00-810-801 CABIN PRESS (Warning) - Fault Isolation
BACK
BACK
LH AC Bus
Each AC GCU automatically controls operation of its ac generator by monitoring output voltage, current, and speed.
The AC GCU regulates its generator output and controls the operation of its bus contactor. When the AC GCU senses
an ac generator malfunction, it will cause the bus contactor to move to a cross- tie position to connect its bus to the
other ac generator.
LOGIC
The L AC BUS caution light comes on when an AC generator over current condition is sensed for more than seven seconds
and
the AC bus tie contactor K1 has not connected the left AC bus to the #1 AC GEN or #2 AC GEN. The bus is no longer powered.
RESET
Generator switch off, then back on again.
MEL

All systems solely powered from this bus
POSSIBLE COMPONENTS
GCU, AC Contactor Box or wiring
FIM
TASK 24-20-00-810-803 L AC BUS (Caution) - Fault Isolation
BACK
BACK
R AC BUS
Each AC GCU automatically controls operation of its ac generator by monitoring output voltage, current, and speed.
The AC GCU regulates its generator output and controls the operation of its bus contactor. When the AC GCU senses
an ac generator malfunction, it will cause the bus contactor to move to a cross- tie position to connect its bus to the
other ac generator.
LOGIC
The R AC BUS caution light comes on when an AC generator over current condition is sensed for more than seven seconds
and
the AC bus tie contactor K2 has not connected the right AC bus to the #2 AC GEN or #1 AC GEN. The bus is no longer powered.
RESET
Generator switch off, then back on again.
MEL

All systems solely powered from this bus
POSSIBLE COMPONENTS
GCU, AC Contactor Box or wiring
FIM
TASK 24-20-00-810-806 R AC BUS (Caution) - Fault Isolation
BACK
BACK
DC Bus
The DC Generation System has three dc starter/ generators, one on each engine, and one on the APU. In addition, two
TRUs supply electrical power independently to the left and right dc bus systems.
LOGIC
The DC BUS caution light comes on when a DC generator over current condition is sensed by the #1 DC GCU or #2 DC GCU for more than seven seconds
And
the EPCU has reconfigured the main 28 Vdc generation system.
RESET
The BUS FAULT toggle switch on the DC control panel is set to the RESET position and then back to OFF
MEL

#1 DC GEN – #2 DC GEN – APU – STBY BATTERY – MAIN BATTERY – AUX BATTERY
POSSIBLE COMPONENTS
Starter generator, GCU, EPCU, DC contactor box or wiring
FIM
TASK 24-30-00-810-809 DC BUS (Caution) - Fault Isolation
BACK
BACK
L TRU
The TRU is a self contained, solid state power conversion device that changes 115 Vac variable frequency AC electrical
power to 28 Vdc electrical power. The TRU receives three phase 115 Vac power. The output is 28 Vdc power is available
through positive and negative studs located on the front face of the enclosure.
LOGIC
The L TRU caution light comes on when the left TRU is not energizing the left or right secondary feeder buses because
of a source or bus fault condition (output is less than 15 Vdc).
RESET
Off then back on again
MMEL
24-30-1 TRUs B, May be inoperative provided: Both DC Starter/Generators are operative
And
The associated TRU is deactivated

There is a possibility that the L TRU caution light can come on with the bus still being powered. This is an indication
problem and replacement of the Caution panel is recommended by FIM 24-30-00-810-816
POSSIBLE COMPONENTS
EPCU, TRU or wiring
FIM
Task 24-30-00-810-803 L TRU (Caution) - Fault Isolation
EPCU and TRU locations

BACK
BACK
R TRU
The TRU is a self contained, solid state power conversion device that changes 115 Vac variable frequency AC electrical
power to 28 Vdc electrical power. The TRU receives three phase 115 Vac power. The output is 28 Vdc power is available
through positive and negative studs located on the front face of the enclosure.
LOGIC
The R TRU caution light comes on when the right TRU is not energizing the left or right secondary feeder buses because
of a source or bus fault condition (output is less than 15 Vdc).
RESET
Off then back on again
MMEL
24-30-1 TRUs may be inoperative provided: Both DC Starter/Generators are operative and the associated TRU is deactivated

There is a possibility that the R TRU caution light can come on with the bus still being powered. This is an indication
problem and replacement of the Caution panel is recommended by FIM 24-30-00-810-819
POSSIBLE COMPONENTS
EPCU, TRU or wiring
FIM
TASK 24-30-00-810-818 R TRU (Caution) - Fault Isolation
EPCU and TRU locations

BACK
BACK
Internal Bagg Door

Provides a means to determine the status of the internal Baggage door
LOGIC
BAGG DOOR Amber light illuminates if internal forward baggage door is open
RESET
Close the internal Baggage door
MEL
52-10-3 Internal Baggage Door Caution Light may be inoperative provided the cabin access door to the forward baggage
compartment is verified closed and locked and is placarded “ACCESS DOOR LOCKED –DO NOT OPEN”.
--------------------------
Door Handle may be inoperative provided the cabin access door to the forward baggage compartment latch system is
verified closed and locked and is placarded “ACCESS DOOR LOCKED –DO NOT OPEN”

none
POSSIBLE COMPONENTS
Door micro-switch, wiring
FIM
TASK 25-51-11-810-801 INTERNAL BAGG DOOR (Warning) - Fault Isolation
BACK
BACK
Check Fire Detect

The aircraft fire detection system is designed to sense fire, smoke, and overheat conditions. When any one of these
conditions is sensed, the system will supply a visual and aural warning to the flight compartment.
LOGIC
The CHECK FIRE DET warning light comes on for one or more of the conditions that follow:
– The TEST DETECTION switch is set to the ENGINE 1 or ENGINE 2 position
– The APU FIRE TEST pushbutton switch is pushed
– The engine primary zone advanced pneumatic detector has sensed fire
– The propeller electronic control advanced pneumatic detector has sensed fire
– The MLG primary zone advanced pneumatic detector has sensed fire
– The APU compartment advanced pneumatic detector has sensed fire
– The engine primary zone advanced pneumatic detector has malfunctioned
– The propeller electronic control advanced pneumatic detector has malfunctioned
– The MLG primary zone advanced pneumatic detector has malfunctioned
– The APU compartment advanced pneumatic detector has malfunctioned
– The fire control amplifier has malfunctioned.
– The caution and warning panel has malfunctioned.
– The forward or aft nacelle fire extinguisher bottle pressure is less than 225 psig
– The APU fire extinguisher bottle pressure is less than 225 psig
– The forward baggage compartment high rate fire extinguisher bottle pressure is less than 110 psig
– The aft baggage compartment high rate fire extinguisher bottle pressure is less than 225 psig
– The low rate fire extinguisher bottle pressure is less than 110 psig.
The fire protection panel (FPP) can show the related indications that follow:
– ENGINE 1 PULL FUEL/HYD OFF
– ENGINE 2 PULL FUEL/HYD OFF
– APU FIRE
– APU EXTG
– ENGINE 1 FAULT A
– ENGINE 1 FAULT B
– ENGINE 2 FAULT A
– ENGINE 2 FAULT B
– APU FAULT
– ENGINE BTL LOW
– APU BTL LOW
– FIRE BOTTLE AFT LOW
– FIRE BOTTLE FWD LOW
– FIRE BOTTLE AFT LOW and FIRE BOTTLE FWD LOW on at the same time
– The left and right glareshied assembly panel can also show a related ENGINE FIRE PUSH TO RESET indication
– The fire warning bell can also sound.
RESET
Correct the indication shown on the Fire Protection Panel
MEL
There is no MMEL relief for this indication

The fire protection panel can show the related indications that follow:
– ENGINE 1 PULL FUEL/HYD OFF – ENGINE 2 PULL FUEL/HYD OFF – APU FIRE – APU EXTG – ENGINE 1 FAULT A
– ENGINE 1 FAULT B – ENGINE 2 FAULT A – ENGINE 2 FAULT B – APU FAULT – ENGINE BTL LOW – APU BTL LOW
– FIRE BOTTLE AFT LOW – FIRE BOTTLE FWD LOW – FIRE BOTTLE AFT LOW and FIRE BOTTLE FWD LOW on at
the same time – The left and right glareshied assembly panel can also show a related ENGINE FIRE PUSH TO RESET
indication – The fire warning bell can also sound.
POSSIBLE COMPONENTS
As indicated by the Other Indications Possible
FIM
TASK 26-10-00-810-801 CHECK FIRE DET (Warning) - Fault Isolation
BACK
BACK
Pitot Heat Stby

Each probe has an internal heater element for anti- ice protection. Pitot- static heat is routed through and monitored
by the airframe Ice and Rain Protection System Timer Monitor Unit. The No. 1 and 2 probes are energized using 115 Vac from
their related left and right variable frequency busses. The Standby Pitot- Static probe is energized from the 28 Vdc
Right Essential Bus.
LOGIC
When no current flows into the heating element of the Standby PITOT probe
Or
the timer is not powered the or PITOT HEAT STBY caution light comes on.
RESET
MEL
30-30-2 PITOT HEAT 1, PITOT HEAT 2 and PITOT HEAT STBY Caution Lights may be inoperative provided:
The flight is not conducted into known or forecast icing conditions
and
All other elements of the pitot heat systems are verified operative prior to each flight.

The central diagnostic system (CDS) can show the related messages that follow:
– PITOT STBY FAIL – TIMER/MONITOR 3 FAIL.
POSSIBLE COMPONENTS
As mentioned above + wiring
FIM
TASK 30-30-00-810-805 PITOT HEAT STBY (Caution) - Fault Isolation
BACK
BACK
Pitot Heat 1
Each probe has an internal heater element for anti- ice protection. Pitot- static heat is routed through and monitored by
the airframe Ice and Rain Protection System Timer Monitor Unit. The No. 1 and 2 probes are energized using 115 Vac from
LOGIC
PITOT HEAT 1 caution light comes on when no current flows into the heating element of the #1 PITOT probe
Or
the timer is not powered
RESET
MEL
The flight is not conducted into known or forecast icing conditions
and
All other elements of the pitot heat systems are verified operative prior to each flight.

The central diagnostic system can show the related messages PITOT 1 FAIL or MONITOR 1 FAIL or PITOT STATIC HEATER (ADU1) message.
POSSIBLE COMPONENTS
As listed above
FIM
TASK 30-30-00-810-804 PITOT HEAT 1 (Caution) - Fault Isolation
BACK
BACK
Engine Adapt Heat 1

The engine intake adapters are located on each engine inlet front case. The engine adapter heater has two 1000 W heating
elements (one main and one spare). Each heater has an individual power and ground connection. Each heated adapter
is controlled from the ENGINE INTAKE switch lights on the ICE PROTECTION panel.
LOGIC
The ENG ADPT HEAT 1 caution light comes on when the timer and monitor unit senses that the left engine intake adapter
main and back up heater elements have failed.
RESET
MEL
30-20-4 Engine Intake Adapter Heater Assemblies may be inoperative provided the flight is not conducted in known or forecast icing conditions.

– L ENG ADAPT HEATER FAIL – ENG ADAPT SWITCHING FAIL – MONITOR 1 FAIL.
POSSIBLE COMPONENTS
As listed above or wiring
FIM
Task 30-20-00-810-804 ENG ADPT HEAT 1 (Caution) - Fault Isolation
Engine Intake Heat adapter

BACK
BACK
Windshield Controller
When the pilot's or copilot's windshield temperature is less than 34 ±2 °C or the pilot's side window temperature is less than
30 ±2 °C, the related Anti- Ice Controller activates the related activation relay that supplies 115 Vac to the heater. When
the windshield temperature is above 42 ±3 °C or the pilot side window temperature is above 38 ±4 °C, the AIC deactivates
the deactivation relay which opens the circuit and shuts off the power to the heater. In the event the normal heating
control fails, the AIC uses the overheat temperature sensor to control the heater. Temperature above 50 ±3 °C for windshield
or above 52 ±3 °C for the pilot's side window deactivates both relays and shuts off the heating.
LOGIC
The WSHLD CTRL caution light comes if the anti.ice controller fails OR the AIC senses the window is not heating OR
the AIC senses the window sensor(s) has failed OR the AIC senses a control input disagreement.
RESET
MEL
No relief for this message

The central diagnostic system ice and rain protection system page can show the LEFT WSHLD CTRL FAIL or RIGHT WSHLD CTRL FAIL
POSSIBLE COMPONENTS
As listed in the Logic
FIM
TASK 30-40-00-810-805 WSHLD CTRL (Caution) - Fault Isolation
BACK
BACK
Windshield HOT
When the pilot's or copilot's windshield temperature is less than 34 ±2 °C or the pilot's side window temperature is less
than 30 ±2 °C, the related Anti- Ice Controller activates the related activation relay that supplies 115 Vac to the heater.
When the windshield temperature is above 42 ±3 °C or the pilot side window temperature is above 38 ±4 °C, the AIC deactivates
LOGIC
The WSHLD HOT caution light comes on when the windshield temperature is more than 60 °C (140°F).
RESET
Select the windshield heat off then back on again.
MEL
30-40-2 Windshield Heaters may be inoperative provided the flight is not conducted in known or forecast icing conditions,
and repairs are made within three flight days. Or one may be inoperative provided the pilot’s side window heating is operative.

The central diagnostic system can show the related messages that follow: – LEFT WSHLD CTRL FAIL – RIGHT WSHLD CTRL FAIL.
POSSIBLE COMPONENTS
Windshield, Anti-Ice Controller, Anti-Ice Activation Relays
FIM
TASK 30-40-00-810-801 WSHLD HOT (Caution) - Fault Isolation
Windshield HOT cont.

BACK
BACK
Side Window HOT

When the pilot's or copilot's windshield temperature is less than 34 ±2 °C or the pilot's side window temperature is less
than 30 ±2 °C, the related Anti- Ice Controller activates the related activation relay that supplies 115 Vac to the heater.
When the windshield temperature is above 42 ±3 °C or the pilot side window temperature is above 38 ±4 °C, the AIC deactivates
LOGIC
The SIDE WDO HOT caution light comes on when the anti.ice controller senses that the side window temperature is more than 60°C
RESET
MEL
No MMEL relief for this indication

The central diagnostic system can show the related RIGHT WSHLD CTRL FAIL message.
POSSIBLE COMPONENTS
Window, Controller or Wiring
FIM
TASK 30-40-00-810-802 SIDE WDO HOT (Caution) - Fault Isolation
R/H Windshield controller

BACK
BACK
FIM
TASK 26-10-00-810-804 SMOKE (Warning) - Fault Isolation

BACK
Ice Detect Fail

Two Ice Detector Probes are located, one on each side of the forward fuselage. The system advises the flight crew of icing
conditions when ice accumulation is greater than 0.02 in (0.5 mm) on the probe.
LOGIC
The ICE DETECT FAIL caution light comes on when both ice detector probes have failed.
RESET
MEL
30-80-2 Ice Detector Probes (Electronic) may be inoperative.

The central diagnostic system can show the related messages L ICE DETECTOR FAIL or R ICE DETECTOR FAIL
POSSIBLE COMPONENTS
Ice Detector, wiring
FIM
TASK 30-80-00-810-801 ICE DETECT FAIL (Caution) - Fault Isolation
Ice Detect Fail cont.

BACK
BACK
Pitot Heat 2
Each probe has an internal heater element for anti- ice protection. Pitot- static heat is routed through and monitored by the
airframe Ice and Rain Protection System Timer Monitor Unit. The No. 1 and 2 probes are energized using 115 Vac from
LOGIC
PITOT HEAT 1 caution light comes on when no current flows into the heating element of the #1 PITOT probe Or
the timer is not powered
RESET
MEL
The flight is not conducted into known or forecast icing conditions and All other elements of the pitot heat systems are verified operative prior to each flight.

The central diagnostic system can show the related messages PITOT 2 FAIL or MONITOR 2 FAIL or PITOT STATIC HEATER (ADU2) message.
POSSIBLE COMPONENTS
Timer monitor unit, ADU, Probe or wiring
FIM
TASK 30-30-00-810-807 PITOT HEAT 2 (Caution) - Fault Isolation
BACK
BACK
Engine Adapt Heat 2

The engine intake adapters are located on each engine inlet front case. The engine adapter heater has two 1000 W heating
elements (one main and one spare). Each heater has an individual power and ground connection. Each heated adapter is
controlled from the ENGINE INTAKE switch lights on the ICE PROTECTION panel.
LOGIC
The ENG ADPT HEAT 2 caution light comes on when the timer and monitor unit senses that the right engine intake adapter main and back up heater elements have failed.
RESET
MEL
30-20-4 Engine Intake Adapter Heater Assemblies may be inoperative provided the flight is not conducted in known or forecast icing conditions.

The central diagnostic system (CDS) can show the related messages L ENG ADAPT HEATER FAIL or ENG ADAPT SWITCHING FAIL or MONITOR 1 FAIL.
POSSIBLE COMPONENTS
As listed above or wiring
FIM
TASK 30-20-00-810-803 ENG ADPT HEAT 2 (Caution) - Fault Isolation
Engine Intake Heat adapter2

BACK
BACK
PROP DEICE
The Propeller Anti- Icing System has electrical heating elements installed in the leading edge of each propeller blade to remove ice accumulations.
LOGIC
The PROP DEICE caution light comes on when timer monitor and control unit No. 1 (TMCU1) or TMCU2 senses :
– Built in test (BIT) senses an internal malfunction
– There is a malfunction of the synchronization of the deicing heater element between TMCU1 and TMCU2
– Does not receive valid total air temperature (TAT) data from air data computer No.1 (ADC1) and air data computer No. 2 (ADC2)
– TAT difference that is more than 8°C between ADC1 and ADC2
– Does not receive valid propeller speed (NP) data from its related full authority digital engine control (FADEC)
– There is a malfunction of the isolator contactor
– The ICE PROTECTION panel PROPS advisory light incorrectly comes on
– Calibration failure
– Input AC voltage is low
– A deicing heater element AC current is low (less than 17A)
– A deicing heater element AC current is high (more that 30 A)
– There is an open circuit in a deicing heater element
– There is an short circuit in a deicing heater element (AC current is more than 39 A)
RESET
MEL
30-60-1 Propeller De-icing System C 1 0 May be inoperative provided flight is not conducted in
known or forecast icing conditions.

The central diagnostic system messages – TMCU(1) – TMCU(2) – TMCU(3) – TMCU(4) – TMCU(5)
– TMCU(6) – TMCU(7) – TMCU(8) – TMCU(9) – OTHER TMCU(NT) – OTHER TMCU(SH) – TMCU(13)
– TMCU(14) – ARINC RECEIVE BUS.1 – ARINC RECEIVE BUS.2 – CONTACTOR – CAUTION LIGHT
– HEATER LIGHT – CALIBRATION FAILURE – INPUT AC LOW PHASE A – INPUT AC LOW PHASE B
– INPUT AC LOW PHASE C – SHORTED PHASE A – SHORTED PHASE B– SHORTED PHASE C
– OPEN PHASE A – OPEN PHASE B – OPEN PHASE C – OPEN HEATER
POSSIBLE COMPONENTS
As listed above
FIM
Task 30-60-00-810-807 PROP DEICE (Caution) - Fault Isolation
Prop Deice cont 2
BACK
BACK
DEICE TIMER
The Timer and Monitor Unit sequences the Dual Distributing Valve operation according to a pre- defined cycle. It commands
the DDV to distribute air supply through one of its outputs. After the inflation cycle time, it commands the DDV to let air flow
back and exhaust through the ejector. During this cycle, the timer monitors the operation of the low pressure switches
incorporated in each DDV output to confirm the operation of the DDV. The timer controls the deicing cycles according to
the selected operating mode, SLOW or FAST, and also controls the heaters of all heated equipment of the deicing system.
The Static Air Temperature information through an ARINC link with the avionics is used to activate the heaters. When Static
Air Temperature falls below a pre- set value, the heaters are activated; when Static Air Temperature (SAT) rises above this
value, the heaters are deactivated.
LOGIC
The CAWP DEICE TIMER caution light comes on when the deice timer monitor unit has failed.
RESET
MEL
flight is not conducted in known or forecast icing conditions and PITOT HEAT 1, PITOT HEAT 2 and PITOT HEAT STBY are verified operative and L AOA VANE HEAT and R AOA VANE HEAT are verified operative, and

The central diagnostic system can show the related messages or MONITOR 1 FAIL or MONITOR 2 FAIL or TIMER/MONITOR 3 FAIL or TIMER INPUT FAIL.
POSSIBLE COMPONENTS
Deice Timer, wiring
FIM
Task 30-10-00-810-802 DEICE TIMER (Caution) - Fault Isolation
Deice Timer cont.

BACK
T are verified operative, and ENGINE INTAKE HEATER 1 and 2 are verified operative.
BACK
DEICE PRESS
hen the pressure inside the system is below 15 ±1 psig and opens when the pressure exceeds 12.5 psig. When the LPWS is closed, it sends signals to the Caution and Warning Panel to illuminate the DEICE PRESS caution light. Th
LOGIC
The DEICE PRESS caution light comes on for when one or more boot inflation or dwell pressures is not sensed by the timer
and monitor unit in four seconds OR the left or right deice manifold pressure is less than 12.5 psig is sensed by the left or
right low pressure warning switch.
RESET
MEL
30-10-2 DEICE PRESS Caution Light may be inoperative provided the flight is not conducted in known or forecast icing
conditions OR may be inoperative provided all De-Ice Boot Advisory Lights are verified operative, and the DEICE PRESS
Indicators are verified operative.
The central diagnostic system can show – LOW PRESSURE 1A FAIL – LOW PRESSURE 1B FAIL – LOW PRESSURE
2A FAIL – LOW PRESSURE 2B FAIL – LOW PRESSURE 3A FAIL – LOW PRESSURE 3B FAIL – LOW PRESSURE
4A FAIL – LOW PRESSURE 4B FAIL – LOW PRESSURE 5A FAIL – LOW PRESSURE 5B FAIL – LOW PRESSURE
6A FAIL – LOW PRESSURE 6B FAIL
POSSIBLE COMPONENTS
As per FIM for Other Indications above
FIM
TASK 30-10-00-810-801 DEICE PRESS (Caution) - Fault Isolation
Deice Press cont.
BACK
ICE PRESS caution light. The LPWS signal is also sent to the Timer and Monitor Unit (TMU) for maintenance purposes.
BACK
TOUCHED RUNWAY
A frangible switch located on the fuselage just below the aft cargo compartment will open should it come in contact with the runway.
LOGIC
TOUCHED RUNWAY warning light comes on when it senses that the aft.tail fuselage has struck the runway.
RESET
MEL

Real look of surprise on the flying pilot’s face….
POSSIBLE COMPONENTS
Fuselage making contact with the runway, Switch or wiring
FIM
TASK 31-53-00-810-801 TOUCHED RUNWAY (Warning) - Fault Isolation
Touched Runway cont.

BACK
BACK
Flight Compartment Duct HOT

The zone supply over-temperature switches are protective devices that turn off the air conditioning system if it overheats.
They send discrete signals to the ECU if the temperature of conditioned air in the supply ducts is greater than 87.8 °C. These
signals cause the ECU to turn off the applicable (left or right) air cycle machine in the air conditioning system. The ECU also
turns on the applicable FLT COMPT DUCT HOT or CABIN DUCT HOT caution lights.
LOGIC
The FLT COMP DUCT HOT caution light comes on when the flight compartment duct temperature is more than 88°C.
RESET
MEL

The central diagnostic system can show the related messages – TEMP RED VLV – SEC HX PERF – FD BYP VLV – FD TSOV
– FD OLT TMP – FD OVRTMP SW – FD ACM.LOGIC
POSSIBLE COMPONENTS
As per the FIM for the Message above
FIM
TASK 21-60-00-810-803 FLT COMPT DUCT HOT (Caution) - Fault Isolation
Flt Compartment OT switch

BACK
BACK
CABIN Duct HOT

The zone supply over-temperature switches are protective devices that turn off the air conditioning system if it overheats.
They send discrete signals to the ECU if the temperature of conditioned air in the supply ducts is greater than 87.8 °C. These
signals cause the ECU to turn off the applicable (left or right) air cycle machine in the air conditioning system. The ECU also
turns on the applicable FLT COMPT DUCT HOT or CABIN DUCT HOT caution lights.
LOGIC
The CABIN DUCT HOT caution light comes on when the cabin duct temperature is more than 88°C.
RESET
MEL

The central diagnostic system can show the related messages or TEMP RED VLV or SEC HX PERF or CAB BYP VLV or
CAB TSOV or CAB OLT TMP or CAB OVRTMP SW or CAB ACM.
POSSIBLE COMPONENTS
As per the FIM for the Message above
FIM
TASK 21-60-00-810-804 CABIN DUCT HOT (Caution) - Fault Isolation 1. General
Cabin Duct OT switch

BACK
BACK
CABIN PAC HOT

The ACM compressors increase the temperature and pressure of the bleed air. The two compressor outlet flows combine into
one flow to pass through the secondary part of the dual heat exchanger. The compressor over-temperature switch is
mounted in the secondary heat exchanger inlet duct and monitors air flow temperature entering the secondary heat exchanger.
The ECU uses the signal from the switch to determine if the air conditioning pack should be turned off..
LOGIC
The CABIN PACK HOT caution light is on when the cabin pack discharge temperature is more than 212°C.
RESET
MEL
No MMEL reference to this item

The central diagnostic system can show TEMP RED VLV or SEC HX PERF or CAB BYP VLV or CAB or SOV or CAB TMP or CAB ACM
POSSIBLE COMPONENTS
As indicated by the CDS message above
FIM
TASK 21-60-00-810-801 CABIN PACK HOT (Caution) - Fault Isolation
Cabin PACK hot switch

BACK
BACK
Flight Compartment PACk HOT

The ACM compressors increase the temperature and pressure of the bleed air. The two compressor outlet flows combine into
one flow to pass through the secondary part of the dual heat exchanger. The compressor over-temperature switch is
mounted in the secondary heat exchanger inlet duct and monitors air flow temperature entering the secondary heat exchanger.
The ECU uses the signal from the switch to determine if the air conditioning pack should be turned off..
LOGIC
The FLT COMPT PACK HOT caution light is on when the cabin pack discharge temperature is more than 212°C.
RESET
MEL
No MMEL reference to this item

The central diagnostic system can show TEMP RED VLV or SEC HX PERF or FD BYP VLV or FD TSOV or FD OLT
TMP or FD OVRTMP SW or FD ACM
POSSIBLE COMPONENTS
As indicated by the CDS messages
FIM
TASK 21-60-00-810-802 FLT COMPT PACK HOT (Caution) - Fault Isolation
FLT COMPT hot switch

BACK
BACK
L TRU HOT
The Transformer Rectifier Unit (TRU) is a self contained, solid state power conversion device that changes 115 Vac variable
frequency AC electrical power to 28 Vdc electrical power. The TRU receives three phase 115 Vac power through a circular
connector on the front face of the enclosure. The output 28 Vdc power is available through positive and negative studs also
located on the front face of the enclosure. The TRU supplies an indication of its status for indication in the flight compartment
through the EPCU
LOGIC
The L TRU HOT caution light comes on when the left TRU temperature is more than 71° C
RESET
MEL
24-30-1 Transformer Rectifier Units (TRUs) may be inoperative provided both DC Starter/Generators are operative, and the associated TRU is deactivated

The central diagnostic system and the electrical power control unit (EPCU) do not show any related fault review status messages.
POSSIBLE COMPONENTS
TRU fan, wiring
FIM
TASK 24-30-00-810-804 L TRU HOT (Caution) - Fault Isolation
TRU Location
BACK
BACK
R TRU HOT
ical power to 28 Vdc electrical power. The TRU receives three phase 115 Vac power through a circular connector on the front face of the enclosure. The output 28 Vdc power is available through positive and negative studs also lo
LOGIC
The R TRU HOT caution light comes on when the left TRU temperature is more than 71° C
RESET
MEL
24-30-1 Transformer Rectifier Units (TRUs) may be inoperative provided both DC Starter/Generators are operative, and the associated TRU is deactivated

The central diagnostic system and the electrical power control unit (EPCU) do not show any related fault review status messages.
POSSIBLE COMPONENTS
TRU fan, wiring
FIM
TASK24-30-00-810-814 R TRU HOT (Caution) - Fault Isolation
TRU Location
BACK
ve and negative studs also located on the front face of the enclosure. The TRU supplies an indication of its status for indication in the flight compartment through the EPCU
BACK
#1 HYD ISO VALVE

The No. 1 and No. 2 hydraulic systems each include an isolation valve. The isolation valve stops the flow of hydraulic fluid to part of the hydraulic system if the reservoir contents drop below 80 in³
to part of the hydraulic system if the reservoir contents drop below 80 in³
LOGIC
The #1 HYD ISO VLV caution light comes on when the isolation valve closes because of
low quantity or low pressure
RESET
Refill the system
MEL

There are no other indications associated
POSSIBLE COMPONENTS
Lack of Fluid, valve
FIM
TASK 29-10-00-810-801 #1 HYD ISO VLV (Caution) - Fault Isolation
below 80 in³
BACK
#2 HYD ISO VLV

The No. 1 and No. 2 hydraulic systems each include an isolation valve. The isolation valve stops the flow of hydraulic fluid
to part of the hydraulic system if the reservoir contents drop below 80 in³
LOGIC
The #1 HYD ISO VLV caution light comes on when the isolation valve closes because of
low quantity or low pressure
RESET
Refill the system
MEL

There are no other indications associated
POSSIBLE COMPONENTS
Lack of Fluid, valve
FIM
TASK 29-10-00-810-804 #2 HYD ISO VLV (Caution) - Fault Isolation
BACK
STBY BATTERY
Each battery is connected to the main feeder busses by a related battery toggle switch to receive a charging current. A STBY
BATT toggle switch selection, will cause the standby battery to connect to the left main feeder bus through contactor K25
LOGIC
The STBY BATTERY caution light comes on when the standby battery is not connected to left main feeder bus for charging.
RESET
MEL
There is no MMEL relief for this light

The electrical power control unit (EPCU) continuous built.in test (CBIT) status message is 29, K25 drive fail. NOTE:
The central diagnostic system (CDS) does not show any related messages
POSSIBLE COMPONENTS
EPCU, K25 Relay, DC control panel, DC contactor Box
FIM
TASK 24-30-00-810-808 STBY BATTERY (Caution) - Fault Isolation
Standby Battery location

BACK
BACK
MAIN BATTERY
Each battery is connected to the main feeder busses by a related battery toggle switch to receive a charging current. A MAIN
BATT toggle switch selection, will cause the main battery to connect to the right main feeder bus through contactor K8.
LOGIC
The MAIN BATTERY caution light comes on when the main battery is not connected to right main feeder bus for charging.
RESET
MEL
There is no mention of this light in the MMEL

The electrical power control unit (EPCU) continuous built in test can show the fault review code 33, K8 drive fail. NOTE: The central diagnostic system (CDS) does not show any related status messages
POSSIBLE COMPONENTS
EPCU, Relay K8, Caution Panel, DC contactor Box
FIM
TASK 24-30-00-810-805 MAIN BATTERY (Caution) - Fault Isolation
MAIN Battery Location

BACK
tatus messages
BACK
AUX Battery
Each battery is connected to the main feeder busses by a related battery toggle switch to receive a charging current. An AUX
BATT toggle switch selection, will cause the auxiliary battery to connect to the left main feeder bus through contactor K7.
LOGIC
The AUX BATTERY caution light comes on when the auxiliary battery is not connected to left main feeder bus for charging.
RESET
MEL
There is not MMEL mention of this item

The electrical power control unit (EPCU) continuous built-in test can show the fault review code 32, K7 drive fail. NOTE:
The central diagnostic system does not show any related status messages
POSSIBLE COMPONENTS
EPCU, Relay K7, Caution Panel, DC contactor Box
FIM
TASK 24-30-00-810-801 AUX BATTERY (Caution) - Fault Isolation
AUX Battery Location

BACK
BACK
AVIONICS
The AVIONICS caution light comes on when there is an avionics no dispatch condition
LOGIC
The AVIONICS caution light comes on when there is an avionics no dispatch condition
RESET
Clear the fault that caused the light to come on
MEL
There is not MMEL relief for this

The bottom part of the engine display (ED) can show an advisory message as follows: – IOP1 FAIL – IOP2 FAIL – IOPS FAIL
– IOM1 FAIL – IOM2 FAIL – IOMS FAIL – WTG1 FAIL – WTG2 FAIL – WTGS FAIL – FANS FAIL – HOT PFD1
– HOT PFD2 - HOT MFD1 – HOT MFD2 – HOT ED – HOT DISPLAYS – ED MON FAIL – PFD1 MON FAIL
– PFD2 MON FAIL – IOP BAD CONF (ground only) – DU BAD CONF (ground only) – WOW/IOP1 FAIL (ground only)
– WOW/IOP2 FAIL (ground only)
POSSIBLE COMPONENTS
As per the FIM ED indicaitons
FIM
TASK 31-51-00-810-801 AVIONICS (Caution) - Fault Isolation
BACK
BACK
#1 PEC
The Propeller Electronic Control (PEC) is a dual channel microprocessor- based controller which uses inputs from the aircraft,
propeller control system sensors, and the engine control system to control propeller pitch and speed. The PECs for both
propeller systems are mounted in their respective engine nacelles
LOGIC
The #1 PEC caution light comes on when the propeller blade angle cannot be controlled and the engine torque bug needs to be
monitored for available torque. #1 PEC caution light can come on when it senses a condition of – Two beta feedback
transducer (BETAFB) inputs have malfunctioned – Two magnetic pickup unit (MPU) inputs have malfunctioned – Two power
lever angle (PLA) rotary variable difference transducer (RVDT) inputs have malfunctioned – PLA ground beta enable switch
has malfunctioned and cannot control the ground beta enable (GBE) solenoid – GBE solenoid has malfunctioned – Torque
motor has malfunctioned – Overspeed governor (OSG) test was unsatisfactory – Full authority digital electronic control (FADEC)
permanent magnet alternator (PMA) does not supply good electrical power – L ESSENTIAL bus does not supply electrical
power – Internal failure
RESET
Clear the condition that caused the message to come on
MEL
There is not MMEL relief for this item

As per the CDU
POSSIBLE COMPONENTS
As per the FIM for the CDU message
FIM
TASK 61-20-00-810-801 #1 PEC (Caution) - Fault Isolation
BACK
BACK
#1 BLEED HOT
Bleed air for airframe deicing, is supplied through the HP or LP bleed air port and passes through the deice section of the
pre-cooler. This protects the components of the deice system from overheating. Each digital and analog channel generates
a discrete signal to turn on the #1 or #2 BLEED HOT caution light if an over-temperature, overpressure or duct leak occurs.
LOGIC
#1 Bleed hot will come on if the temperature of the bleed air entering the nacelle ducts is greater than 349 °C, or the pressure
of the duct is >100 psi, or a duct leak is detected in the nacelle duct.
RESET
Reduce the condition that caused the light to come on
MEL
There is no MMEL relief for this
The central diagnostic system (CDS) can show L HPSOV or L BLD OVR TMP or L BLD TMP SW or L WING LEAK or
L DUCT LEAK SW or L BLD OVR PR or L BLD PR SW or L ANA WING LEAK or L ANA AFT LEAK or L BLD ANA OT
or L BLD ANA OP
POSSIBLE COMPONENTS
As per possible indications and the FIM
FIM
TASK 36-20-00-810-801 #1 BLEED HOT (Caution) - Fault Isolation
Switch locations
BACK
BACK
#1 DC GEN HOT
The DC starter/ generator is an electromagnetic machine. When it rotates, it will change engine input mechanical torque to
output DC electrical power. In the starter mode, it changes input electrical DC electrical power into a mechanical output torque.
The DC starter/ generator operation is controlled and monitored by the DC Generator Control Unit (GCU)
LOGIC
The #1 DC GEN HOT caution light comes on when the #1 DC generator temperature is more than 166°C
RESET
MEL

There are no related central diagnostic system or electrical power control unit(EPCU) fault review status messages.
POSSIBLE COMPONENTS
Generator or wiring
FIM
TASK 24-30-00-810-810 #1 DC GEN HOT (Caution) - Fault Isolation
BACK
BACK
#1 AC GEN HOT
Two ac generators are installed, one on each engine, to supply power independently to the left and right ac bus systems.
When one generator malfunctions, the ac variable frequency system automatically connects the two ac busses to the serviceable
generator and disconnects the two galley buses.
LOGIC
The shows a #1 AC GEN HOT caution light when the AC generator temperature is more than 166°C
RESET
MEL

There are no related central diagnostic system or electrical power control unit (EPCU) continuous built.in test (CBIT) fault review status messages.
POSSIBLE COMPONENTS
Generator, wiring
FIM
TASK 24-20-00-810-802 #1 AC GEN HOT (Caution) - Fault Isolation
BACK
BACK
#1 HYD FLUID HOT

The hydraulic system reservoirs store hydraulic fluid and supply the necessary fluid volume to the hydraulic systems. The
No. 1 hydraulic system reservoir is installed in the left engine nacelle while the No. 2 reservoir is installed in the right engine
nacelle. The reservoir uses system output pressure 3000 psi to pressurize itself and provide a 55 psi suction pressure to the EDPs.
LOGIC
1 HYD FLUID HOT caution light comes on when the hydraulic reservoir fluid temperature is more than 107°C
RESET
Cool the fluid
MEL
29-30-12 #1 HYD FLUID HOT and #2 HYD FLUID HOT Caution Lights may be inoperative provided the associated HYD PRESS
Indication is verified operative and is periodically monitored during flight and adequate steps are taken each flight day to ensure
that an overheat condition has not occurred and the associated HYD QTY Indication is verified operative

There are no related central diagnostic system messages
POSSIBLE COMPONENTS
As per FIM Task
FIM
TASK29-30-00-810-803 #1 HYD FLUID HOT (Caution) - Fault Isolation
#1 Fluid Temp Switch location

BACK
BACK
#1 FUEL FILTER BYPASS

The Fuel Heater has an impending bypass switch which reads the pressure drop across the whole unit and sends a signal to
the Caution and Warning panel in the flight compartment when one of the filtration components needs to be replaced.
LOGIC
#1 FUEL FLTR BYPASS caution light comes on when the FADEC1 senses the Fuel filter fuel pressure is more than 19 psi
OR the fuel pressure crosscheck latched failed for more than 15 seconds.
NOTE: A fuel filter bypass switch fault code is set when the NH is more than 64% and the fuel filter fuel pressure is more
than 19 psi OR the NH is 0% and the fuel filter fuel pressure is more than 19 psi for more than 15 seconds.
RESET
MEL

The ED can show the related fault codes 766 Fuel filter bypass discrete mismatch fault latched or 905 Fuel filter bypass switch fault or 906 Fuel filter maintenance request.
POSSIBLE COMPONENTS
As per the FIM and the indications in the CDS
FIM
TASK 73-10-00-810-801 #1 FUEL FLTR BYPASS (Caution) - Fault Isolation
BACK
BACK
#1 ENGINE OIL PRESS

The Oil system consists of the three sub- systems, the pressure system that supplies oil to the reduction gearbox and the turbo
machinery, the scavenge system that returns the used oil to the tank and the vent and breather system that vents the bearing
cavities and removes any air trapped in the scavenged oil.
LOGIC
#1 ENG OIL PRESS warning light comes on when the FADEC1 senses the main oil pressure is less than 44 psi OR the main
oil pressure crosscheck latched failed for more than 15 seconds.
RESET
MEL

The engine display can show the related fault codes 772 Low oil pressure discrete mismatch fault latched or 903 Low oil pressure
switch fault or 916 Main oil filter maintenance request.
POSSIBLE COMPONENTS
FIM
TASK 79-30-00-810-801 #1 ENG OIL PRESS (Warning) - Fault Isolation
BACK
BACK
#1 ENGINE FUEL PRESS

The purpose of the low fuel pressure switch is to indicate low fuel pressure at the outlet of the fuel pump. The low fuel pressure
switch is installed on the Fuel Metering Unit. The fuel indicating system uses signals from switches to indicate Fuel System status.
The signals from the switches are processed in the FADEC. The processed signals are then sent to the Engine Cockpit Interface Unit for display
LOGIC
#1 ENG FUEL PRESS caution light comes on when the FADEC1 senses the fuel pressure is less than 5.5 psi OR Fuel pressure
crosscheck latched failed for more than 15 seconds. NOTE: A low fuel pressure switch fault code is set when the NH is more
than 64% and the fuel pressure is less than 5.5 psi.
RESET
MEL

The ED can show the related fault codes 773 Low fuel pressure discrete mismatch fault latched or 911 Low fuel pressure switch maintenance request.
POSSIBLE COMPONENTS
As per the FIM and the ED indications above
FIM
TASK 73-30-00-810-801 #1 ENG FUEL PRESS (Caution) - Fault Isolation
Fuel Pressure #1 switch

BACK
BACK
#1 ENGINE HYD PUMP

The No. 1 and No. 2 Engine Driven Pumps (EDP) supply the primary power for the hydraulic systems. Secondary No. 1 hydraulic
system pressure is supplied by the Standby Power Unit (SPU). The SPU operates during takeoff and landing mode and during
an emergency EDP1 failure mode. The Power Transfer Unit (PTU) supplies secondary pressure to the No. 2 hydraulic system
during periods of high system flow demand and takeoff and landing modes. The PTU motor is powered by No.1
LOGIC
#1 ENG HYD PUMP caution light comes on when the engine driven pump output pressure is less than 1800 psi. NOTE:
The #1 HYD ENG HYD PUMP caution light can also come on when the No. 1 PROP lever is set to FUEL OFF. This is
not a malfunction condition.
RESET
MEL
29-30-9 #1 ENG HYD PUMP and #2 ENG HYD PUMP Caution Lights may be inoperative provided the associated flight
compartment HYD PRESS Indication is verified operative and the associated ISOLATION VALVE is verified operative, and
the associated hydraulic pressure is periodically monitored.

POSSIBLE COMPONENTS
As per the FIM task
FIM
29-30-00-810-802 #1 ENG HYD PUMP (Caution) - Fault Isolation
BACK
BACK
#1 ENGINE DC GEN
The DC starter/ generator is an electromagnetic machine. When it rotates, it will change engine input mechanical torque to output
DC electrical power. In the starter mode, it changes input electrical DC electrical power into a mechanical output torque. The
DC starter/ generator operation is controlled and monitored by the DC Generator Control Unit (GCU)
LOGIC
The #1 DC GEN caution light comes on when the #1 DC generator is not connected to the left main feeder bus because of a
source fault condition. NOTE: The #1 DC GEN light will also come on for conditions that are not malfunctions as follows:
– The DC generator toggle switch is set to OFF or External DC power is energizing the left main feeder bus.
RESET
Select off then back on
MEL
24-30-6 DC Starter/Generation, one GCU and/or Generator may be inoperative in the generation mode only (i.e. DC GEN
caution light illuminated) provided the cause of the malfunctions is determined and appropriate action is taken to ensure that
no hazard exists and the failed DC Generator is switched OFF. Note: Both Transformer Rectifier Units (TRUs) are verified operative

The electrical power control unit (EPCU) can show the related fault review codes 01, dc feeder or 05, dc generator or 10, K1 fail open
POSSIBLE COMPONENTS
As listed in the FIM
FIM
TASK 24-30-00-810-812 #1 DC GEN (Caution) - Fault Isolation
BACK
BACK
#1 ENGINE AC GEN
Two ac generators are installed, one on each engine, to supply power independently to the left and right ac bus systems. When
one generator malfunctions, the ac variable frequency system automatically connects the two ac busses to the serviceable galley buses.
generator and disconnects the two
LOGIC
#1 AC GEN caution light comes on for the #1 AC generator not being connected to its bus because of a source fault condition
OR the AC bus tie contactors K1 and K2 will not connect the #1 AC GEN to the left (L) AC bus and right (R) AC bus.
RESET
Generator OFF then back on again
MEL
There is not MMEL relief for this indication

The EPCU can show the related fault review codes: – 25 – 27.
POSSIBLE COMPONENTS
As per FIM
FIM
TASK 24-20-00-810-801 #1 AC GEN (Caution) - Fault Isolation
BACK
BACK
#1 ENGINE FADEC
No. 1 FADEC sensed a condition that requires caution when applying control input
LOGIC
The FADEC 1 will make the #1 ENG FADEC caution light come on when it senses a condition that follows:
· Two MTOP crosscheck latched failed
· Two MCR crosscheck latched failed
· Two MCL crosscheck latched failed
· PLA crosscheck fault with no reasonability check possible
· NH crosscheck latched failed
· NPT crosscheck latched failed and no NP signal from PEC
· HP HBOV wraparound latched failed on channel in control
· T1.5/T1.8 inlet temperature crosscheck latched failed with parameter set to average
· Ambient pressure crosscheck latched failed
· Main oil temperature (MOT) crosscheck latched failed
· Fuel flow crosscheck latched failed
· ADC inputs (CAS, TAS, SAP, SAT, and pitot pressure) have malfunctioned
· LP HBOV wraparound latched failed
· LP HBOV closed commanding HP to open (LP tracking error fault) on channel in control
· Two LP HBOV position latch failed for more than five seconds
· Cautionary fault indication by remote channel.
RESET
MEL
POSSIBLE COMPONENTS
FIM
TASK 77-31-00-810-828 #1 ENG FADEC (Caution) - Fault Isolation
BACK
BACK
#1 ENGINE FUEL TANK LOW

Fuel is contained in two integral main wing tanks designated No. 1 (Left) and No. 2 (Right). The fuel system provides for
indicating, storing, venting, fuel feeding and scavenging, refueling/ defueling, and transferring. Only tank to tank transfer is
available; there is no engine crossfeed capability. The aircraft may be gravity or pressure refueled.
LOGIC
#1 TANK FUEL LOW caution light comes on when there is less than 306 lbs in the left fuel tank collector bay, the engine
is operating and the parking brake is not set. NOTE: The #1 TANK FUEL LOW indication also comes on after the engines
are not operated with low fuel quantity for a long period of time. The collector bay fuel level can be low because there is no
fuel scavenging while the engines are not operating. This is not a malfunction condition
RESET
MEL
28-40-5 #1 TANK FUEL LOW and #2 TANK FUEL LOW Caution Lights may be inoperative provided the associated flight
compartment FUEL QTY Indication is verified operative and is periodically monitored during flight, and the associated engine
POSSIBLE COMPONENTS
As per the FIM
FIM
TASK 28-40-00-810-802 #1 TANK FUEL LOW (Caution) - Fault Isolation
BACK
BACK
#1 ENGINE FADEC FAIL

The FMU controls the fuel flow supplied to the engine based on demand, through the Full Authority Digital Electronic Control
(FADEC). The FADEC calculates the adequate amount of fuel to supply based on various engine sensory inputs like Nh, Nl, Np,
engine temperature at various locations and torque calculations.
LOGIC
There is an internal fault in the FADEC, Refer to the FIM for fault code troubleshooting
RESET
MEL
73-20-1 Engine FADEC System FADEC faults may be dispatched with FADEC faults provided repairs are made in accordance
with times established in the Time Limited Dispatch section of Pratt & Whitney Canada Airworthiness Limitations Manual Part No. 3043520.

FADEC fault codes 700 thru 703, 705, 707 thru 711, 715, 723, 739, 759,760, 788, 791 thru 793, 806, 815, 923 thru 925, 927, 966, 974, 977 and/or 978.
POSSIBLE COMPONENTS
As per the fault code
FIM
TASK 77-31-00-810-827 #1 ENG FADEC FAIL (Warning) - Fault Isolation
BACK
BACK
#2 ENGINE FUEL PRESS
The purpose of the low fuel pressure switch is to indicate low fuel pressure at the outlet of the fuel pump. The low fuel pressure
switch is installed on the Fuel Metering Unit. The fuel indicating system uses signals from switches to indicate Fuel System status.
The signals from the switches are processed in the FADEC. The processed signals are then sent to the Engine Cockpit Interface Unit for display
LOGIC
#1 ENG FUEL PRESS caution light comes on when the FADEC1 senses the fuel pressure is less than 5.5 psi OR Fuel pressure
crosscheck latched failed for more than 15 seconds. NOTE: A low fuel pressure switch fault code is set when the NH is more
than 64% and the fuel pressure is less than 5.5 psi.
RESET
MEL

The ED can show the related fault codes 773 Low fuel pressure discrete mismatch fault latched or 911 Low fuel pressure switch maintenance request.
POSSIBLE COMPONENTS
As per the FIM and the ED indications above
FIM
TASK 73-30-00-810-802 #2 ENG FUEL PRESS (Caution) - Fault Isolation
Fuel Pressure #2 switch

BACK
BACK
#2 ENGINE HYD PUMP

The No. 1 and No. 2 Engine Driven Pumps (EDP) supply the primary power for the hydraulic systems. Secondary No. 1 hydraulic
system pressure is supplied by the Standby Power Unit (SPU). The SPU operates during takeoff and landing mode and during
an emergency EDP1 failure mode. The Power Transfer Unit (PTU) supplies secondary pressure to the No. 2 hydraulic system
during periods of high system flow demand and takeoff and landing modes. The PTU motor is powered by No.1
LOGIC
#2 ENG HYD PUMP caution light comes on when the engine driven pump output pressure is less than 1800 psi. NOTE:
The #2 HYD ENG HYD PUMP caution light can also come on when the No. 2 PROP lever is set to FUEL OFF. This is
not a malfunction condition.
RESET
MEL
29-30-9 #1 ENG HYD PUMP and #2 ENG HYD PUMP Caution Lights may be inoperative provided the associated flight
compartment HYD PRESS Indication is verified operative and the associated ISOLATION VALVE is verified operative, and
the associated hydraulic pressure is periodically monitored.

POSSIBLE COMPONENTS
As per the FIM task
FIM
TASK 29-30-00-810-805 #2 ENG HYD PUMP (Caution) - Fault Isolation
BACK
BACK
#2 ENGINE DC GEN
DC electrical power. In the starter mode, it changes input electrical DC electrical power into a mechanical output torque. The
DC starter/ generator operation is controlled and monitored by the DC Generator Control Unit (GCU)
LOGIC
The #2 DC GEN caution light comes on when the #2 DC generator is not connected to the right main feeder bus because of
a source fault condition. NOTE: The #2 DC GEN light will also come on for conditions that are not malfunctions as follows:
– The DC generator toggle switch is set to OFF or External DC power is energizing the right main feeder bus.
RESET
Select off then back on
MEL
24-30-6 DC Starter/Generation, one GCU and/or Generator may be inoperative in the generation mode only (i.e. DC GEN
caution light illuminated) provided the cause of the malfunctions is determined and appropriate action is taken to ensure that
no hazard exists and the failed DC Generator is switched OFF. Note: Both Transformer Rectifier Units (TRUs) are verified operative

The electrical power control unit can show the fault review codes 02, dc feeder or 07, dc generator or 11, K2 fail open.
POSSIBLE COMPONENTS
As per the FIM
FIM
TASK 24-30-00-810-813 #2 DC GEN (Caution) - Fault Isolation
BACK
BACK
#2 ENGINE AC GEN
Two ac generators are installed, one on each engine, to supply power independently to the left and right ac bus systems.
When one generator malfunctions, the ac variable frequency system automatically connects the two ac busses to the serviceable
LOGIC
#2 AC GEN caution light comes on for the #2 AC generator not being connected to its bus because of a source fault condition
OR
the AC bus tie contactors K1 and K2 will not connect the #2 AC GEN to the Right AC bus and Left AC bus.
RESET
Generator OFF then back on again
MEL
There is not MMEL relief for this indication

The EPCU can show the related fault review codes: – 26 – 28
POSSIBLE COMPONENTS
As per FIM
FIM
TASK 24-20-00-810-804 #2 AC GEN (Caution) - Fault Isolation
BACK
BACK
#2 ENGINE FADEC
No. 2 FADEC sensed a condition that requires caution when applying control input
Still being worked on.
LOGIC
RESET
MEL
POSSIBLE COMPONENTS
FIM
TASK 77-31-00-810-832 #2 ENG FADEC (Caution) - Fault Isolation
BACK
BACK
#2 ENGINE FUEL TANK LOW

Fuel is contained in two integral main wing tanks designated No. 1 (Left) and No. 2 (Right). The fuel system provides for indicating,
storing, venting, fuel feeding and scavenging, refueling/ defueling, and transferring. Only tank to tank transfer is available; there
is no engine crossfeed capability. The aircraft may be gravity or pressure refueled.
LOGIC
#2 TANK FUEL LOW caution light comes on when there is less than 306 lbs in the right fuel tank collector bay, the engine
is operating and the parking brake is not set. NOTE: The #1 TANK FUEL LOW indication also comes on after the engines are
not operated with low fuel quantity for a long period of time. The collector bay fuel level can be low because there is no fuel
scavenging while the engines are not operating. This is not a malfunction condition
RESET
MEL
28-40-5 #1 TANK FUEL LOW and #2 TANK FUEL LOW Caution Lights may be inoperative provided the associated flight
compartment FUEL QTY Indication is verified operative and is periodically monitored during flight, and the associated engine
Fuel Flow Indication is verified operative.
POSSIBLE COMPONENTS
As per the FIM
FIM
TASK 28-40-00-810-816 #2 TANK FUEL LOW (Caution) - Fault Isolation
BACK
BACK
#2 ENGINE FADEC FAIL

The FMU controls the fuel flow supplied to the engine based on demand, through the Full Authority Digital Electronic Control
(FADEC). The FADEC calculates the adequate amount of fuel to supply based on various engine sensory inputs like Nh, Nl,
Np, engine temperature at various locations and torque calculations.
LOGIC
There is an internal fault in the FADEC, Refer to the FIM for fault code troubleshooting
RESET
MEL
73-20-1 Engine FADEC System FADEC faults may be dispatched with FADEC faults provided repairs are made in accordance
with times established in the Time Limited Dispatch section of Pratt & Whitney Canada Airworthiness Limitations Manual Part No. 3043520

FADEC fault codes 700 thru 703, 705, 707 thru 711, 715, 723, 739, 759,760, 788, 791 thru 793, 806, 815, 923 thru 925, 927, 966, 974, 977 and/or 978.
POSSIBLE COMPONENTS
As per the fault code
FIM
TASK 77-31-00-810-829 #2 ENG FADEC FAIL (Warning) - Fault Isolation
BACK
BACK
#2 PEC
The Propeller Electronic Control (PEC) is a dual channel microprocessor- based controller which uses inputs from the aircraft,
propeller control system sensors, and the engine control system to control propeller pitch and speed. The PECs for both propeller
systems are mounted in their respective engine nacelles
LOGIC
The #2 PEC caution light comes on when the propeller blade angle cannot be controlled and the engine torque bug needs to be
monitored for available torque. #2 PEC caution light can come on when it senses a condition of – Two beta feedback transducer
(BETAFB) inputs have malfunctioned – Two magnetic pickup unit (MPU) inputs have malfunctioned – Two power lever angle
(PLA) rotary variable difference transducer (RVDT) inputs have malfunctioned – PLA ground beta enable switch has malfunctioned
and cannot control the ground beta enable (GBE) solenoid – GBE solenoid has malfunctioned – Torque motor has malfunctioned
– Overspeed governor (OSG) test was unsatisfactory – Full authority digital electronic control (FADEC) permanent magnet
alternator (PMA) does not supply good electrical power – R ESSENTIAL bus does not supply electrical power – Internal failure
RESET
Clear the condition that caused the message to come on
MEL
There is not MMEL relief for this item

As per the CDU
POSSIBLE COMPONENTS
As per the FIM for the CDU message
FIM
TASK 61-20-00-810-967 #2 PEC (Caution) - Fault Isolation
BACK
BACK
#2 BLEED HOT
Bleed air for airframe deicing, is supplied through the HP or LP bleed air port and passes through the deice section of the pre-cooler.
This protects the components of the deice system from overheating. Each digital and analog channel generates a discrete signal
to turn on the #1 or #2 BLEED HOT caution light if an over-temperature, overpressure or duct leak occurs.
LOGIC
#2 Bleed hot will come on if the temperature of the bleed air entering the nacelle ducts is greater than 349 °C, or the pressure
of the duct is >100 psi, or a duct leak is detected in the nacelle duct.
RESET
Reduce the condition that caused the light to come on
MEL
The central diagnostic system (CDS) can show R HPSOV or R BLD OVR TMP or R BLD TMP SW or R WING LEAK or
R DUCT LEAK SW or R BLD OVR PR or R BLD PR SW or R ANA WING LEAK or R ANA AFT LEAK or R BLD ANA OT or R BLD ANA OP
POSSIBLE COMPONENTS
As per possible indications and the FIM
FIM
TASK 36-20-00-810-802 #2 BLEED HOT (Caution) - Fault Isolation
BACK
BACK
#2 DC GEN HOT
DC electrical power. In the starter mode, it changes input electrical DC electrical power into a mechanical output torque. The DC
starter/ generator operation is controlled and monitored by the DC Generator Control Unit (GCU)
LOGIC
The #2 DC GEN HOT caution light comes on when the #2 DC generator temperature is more than 166°C
RESET
MEL

There are no related central diagnostic system or electrical power control unit(EPCU) fault review status messages.
POSSIBLE COMPONENTS
Generator or wiring
FIM
TASK 24-30-00-810-817 #2 DC GEN HOT (Caution) - Fault Isolation
BACK
BACK
#2 AC GEN HOT
Two ac generators are installed, one on each engine, to supply power independently to the left and right ac bus systems. When
one generator malfunctions, the ac variable frequency system automatically connects the two ac busses to the serviceable
LOGIC
The shows a #2 AC GEN HOT caution light when the AC generator temperature is more than 166°C
RESET
MEL

There are no related central diagnostic system or electrical power control unit (EPCU) continuous built.in test (CBIT) fault review status messages.
POSSIBLE COMPONENTS
Generator, wiring
FIM
TASK 24-20-00-810-805 #2 AC GEN HOT (Caution) - Fault Isolation
BACK
BACK
#2 HYD FLUID HOT

The hydraulic system reservoirs store hydraulic fluid and supply the necessary fluid volume to the hydraulic systems. The No.
1 hydraulic system reservoir is installed in the left engine nacelle while the No. 2 reservoir is installed in the right engine nacelle.
The reservoir uses system output pressure 3000 psi to pressurize itself and provide a 55 psi suction pressure to the EDPs.
LOGIC
2 HYD FLUID HOT caution light comes on when the hydraulic reservoir fluid temperature is more than 107°C
RESET
Cool the fluid
MEL
29-30-12 #1 HYD FLUID HOT and #2 HYD FLUID HOT Caution Lights may be inoperative provided the associated HYD PRESS
Indication is verified operative and is periodically monitored during flight and adequate steps are taken each flight day to ensure
that an overheat condition has not occurred and the associated HYD QTY Indication is verified operative

There are no related central diagnostic system messages
POSSIBLE COMPONENTS
As per FIM Task
FIM
TASK 29-30-00-810-806 #2 HYD FLUID HOT (Caution) - Fault Isolation
#2 Fluid Temp Switch location

BACK
BACK
#2 FUEL FILTER BYPASS

The Fuel Heater has an impending bypass switch which reads the pressure drop across the whole unit and sends a signal to
the Caution and Warning panel in the flight compartment when one of the filtration components needs to be replaced.
LOGIC
#2 FUEL FLTR BYPASS caution light comes on when the FADEC2 senses the Fuel filter fuel pressure is more than 19 psi
OR the fuel pressure crosscheck latched failed for more than 15 seconds. NOTE: A fuel filter bypass switch fault code is set when
the NH is more than 64% and the fuel filter fuel pressure is more than 19 psi OR the NH is 0% and the fuel filter fuel pressure
is more than 19 psi for more than 15 seconds.
RESET
MEL

The ED can show the related fault codes 766 Fuel filter bypass discrete mismatch fault latched or 905 Fuel filter bypass switch
fault or 906 Fuel filter maintenance request.
POSSIBLE COMPONENTS
As per the FIM and the indications in the CDS
FIM
TASK 73-10-00-810-802 #2 FUEL FLTR BYPASS (Caution) - Fault Isolation
BACK
BACK
#2 ENGINE OIL PRESS

The Oil system consists of the three sub- systems, the pressure system that supplies oil to the reduction gearbox and the turbo
machinery, the scavenge system that returns the used oil to the tank and the vent and breather system that vents the bearing
cavities and removes any air trapped in the scavenged oil.
LOGIC
#2 ENG OIL PRESS warning light comes on when the FADEC2 senses the main oil pressure is less than 44 psi OR the main
oil pressure crosscheck latched failed for more than 15 seconds.
RESET
MEL

The engine display can show the related fault codes 772 Low oil pressure discrete mismatch fault latched or 903 Low oil pressure
switch fault or 916 Main oil filter maintenance request.
POSSIBLE COMPONENTS
FIM
TASK 79-30-00-810-804 #2 ENG OIL PRESS (Warning) - Fault Isolation
BACK
BACK
ROLL SPLR INBD GRD
There are two hydraulically powered roll spoilers on each wing.

Flight mode: The spoiler panels respond to the inputs from the control hand wheels or from the autopilot. At airspeeds less
than 170 kt, both the inboard and outboard spoilers are operational. At airspeeds greater than 170kt, the FCECU locks out the Outboard roll spoilers.
Ground Mode: With the engine power levers at or below flight idle plus 12 degrees and the two Weight- On- Wheels signals
supplied from the PSEU, the FCECU energizes all the lift dump valves. All four spoiler panels will fully extend. The FLIGHT/ TAXI switch must be in the FLIGHT position.
LOGIC
ROLL SPLR INBD GND caution light comes on when the FCECU senses the inboard spoiler panels did not extend after landing
or the inboard spoiler panels extend during an event built-in test or one engine PLA is set more than 47 degrees (12 degrees
forward of the FLIGHT IDLE position) and the other is set less than 47 degrees or MGWOW1 and MGWOW2 are different.
RESET
MEL
27-60-1 ROLL SPLR INBD GND may be inoperative provided the associated Roll Spoiler (ground mode) is deactivated, and
the appropriate AFM performance decrements are applied.

As per the FIM, Many CDS messages possible
POSSIBLE COMPONENTS
As per the FIM
FIM
TASK 27-60-00-810-801 ROLL SPLR INBD GND (Caution) - Fault Isolation
BACK
BACK
#1 STBY HYD PUMP HOT

The No. 1 hydraulic system Standby Power Unit supplies backup power to the No. 1 hydraulic system. The SPU operates
during takeoff and landing and during a No. 1 engine failure indicated by low oil pressure condition. The SPU is an AC electrically-
operated pump normally powered by the right side electrical ac bus. Backup power to the SPU is supplied by the left side
electrical bus. The SPU is installed in the No. 1/ left side engine nacelle.
LOGIC
#1 STBY HYD PUMP HOT caution light comes on when the standby power unit (SPU) electrical motor is operating at a too high temperature.
RESET
MEL
29-30-4 #1 STBY HYD PUMP HOT Caution Light may be inoperative provided the HYD PRESS 3 Indication is operative, and Repairs are made within one flight day

There are no related central diagnostic system (CDS) messages.
POSSIBLE COMPONENTS
As per the FIM
FIM
TASK 29-30-00-810-804 #1 STBY HYD PUMP HOT (Caution) - Fault Isolation
BACK
BACK
ROLL SPLR INBD HYD

Flight mode: The spoiler panels respond to the inputs from the control hand wheels or from the autopilot. At airspeeds less than
170 kt, both the inboard and outboard spoilers are operational. At airspeeds greater than 170kt, the FCECU locks out the Outboard roll spoilers.
supplied from the PSEU, the FCECU energizes all the lift dump valves. All four spoiler panels will fully extend.
The FLIGHT/ TAXI switch must be in the FLIGHT position.
LOGIC
ROLL SPOILER INBD HYD caution light comes on when the inboard spoiler hydraulic system pressure is low.
RESET
MEL

Many from the CDS
POSSIBLE COMPONENTS
Many as per the FIM and CDS
FIM
TASK 27-60-00-810-803 ROLL SPLR INBD HYD (Caution) - Fault Isolation
BACK
BACK
#1 RUD HYD
There are two hydraulic Power Control Units (PCUs), one installed above the other in the vertical stabilizer, that control the fore
rudder movement. The pilot's and copilot's rudder pedals control both of rudder PCUs. Hydraulic system No. 1 supplies pressure
to the lower PCU and hydraulic system No. 2 supplies pressure to the upper PCU.
LOGIC
#1 RUD HYD caution light comes on for the left channel (CHNL 1) of the FCECU has sensed that it cannot control hinge
moment limiting to the lower rudder PCU or the No. 1 hydraulic system pressures is less than 350 psi or the RUD 1 PUSH OFF
switch on the center glare-shield panel is pressed.
RESET
The #1 RUD 1 HYD caution light can also come on when the RUD 1 PUSH OFF annunciator switch is set. This is not a malfunction condition.
MEL

CDS can show many messages
POSSIBLE COMPONENTS
Many as per the FIM
FIM
TASK 27-20-00-810-804 #1 RUD HYD (Caution) - Fault Isolation
BACK
BACK
RUD CTRL
There are two hydraulic Power Control Units (PCUs), one installed above the other in the vertical stabilizer, that control the
fore rudder movement. The pilot's and copilot's rudder pedals control both of rudder PCUs. Hydraulic system No. 1 supplies
pressure to the lower PCU and hydraulic system No. 2 supplies pressure to the upper PCU
LOGIC
RUD CTRL caution light comes on if the FCECU has sensed that the two channels cannot control pressure change to the rudder
PCUs or the No. 1 and the No. 2 hydraulic system pressures are less than 350 psi, or the airspeed is invalid.
RESET
MEL
No MMEL relief for this

Many CDS messages possible
POSSIBLE COMPONENTS
As per the CDS message the the FIM
FIM
TASK 27-20-00-810-801 RUD CTRL (Caution) - Fault Isolation
BACK
BACK
APU
The APU control consists of a FADEC and various valves, and sensors. The FADEC controls, monitors and diagnoses all phases
of the APU system operation through these valves and sensors. The FADEC also communicates with the aircraft system through
an ARINC link. The FADEC controls the APU start, acceleration to 100% speed, the starter motor, the exciter and fuel flow.
The FADEC monitors engine speed, EGT, oil temperature, oil pressure, and inlet pressure
LOGIC
The APU CONTROL panel FAIL caution light comes on when the APU FADEC or fire control amplifier has automatically stopped APU operation.
RESET
Power the APU off then back on again
MEL
49-00-1 The APU may be inoperative provided APU Airframe Fuel Shutoff Valve is verified closed

As per the CDU
POSSIBLE COMPONENTS
As per the FIM
FIM
TASK 49-20-00-810-801 APU (Caution) - Fault Isolation
BACK
BACK
STBY BAT HOT

Each battery is connected to the main feeder busses by a related battery toggle switch to receive a charging current. A STBY
BATT toggle switch selection, will cause the standby battery to connect to the left main feeder bus through contactor K25
LOGIC
STBY BAT HOT caution light comes on when the Standby battery temperature is more than 71°C. NOTE: The electronic
instrument system ELECTRICAL systems page STBY BATT digital temperature indication changes to red when the electrical
power control unit senses that the standby battery temperature is more than 65°C.
RESET
Cool the Battery
MEL

The central diagnostic system and electrical power control unit do not show any related fault review status messages.
POSSIBLE COMPONENTS
Battery, wiring
FIM
24-30-00-810-807 STBY BAT HOT (Warning) - Fault Isolation
BACK
BACK
ROLL SPLR OUTBD GRD

Flight mode: The spoiler panels respond to the inputs from the control hand wheels or from the autopilot. At airspeeds less than 170 kt,
both the inboard and outboard spoilers are operational. At airspeeds greater than 170kt, the FCECU locks out the Outboard roll spoilers.
supplied from the PSEU, the FCECU energizes all the lift dump valves. All four spoiler panels will fully extend. The FLIGHT/ TAXI
switch must be in the FLIGHT position
LOGIC
ROLL SPLR OUTBD GND caution light comes on when the FCECU senses the outboard spoiler panels did not extend after
landing or the outboard spoiler panels extend during an event built-in test or one engine PLA is set more than 47 degrees
(12 degrees forward of the FLIGHT IDLE position) and the other is set less than 47 degrees or MGWOW1 and MGWOW2 are different.
RESET
MEL
May be inoperative provided the Associated Roll Spoiler (ground mode) is deactivated, and Appropriate AFM performance decrements are applied.

Many as per the CDS
POSSIBLE COMPONENTS
As per the FIM using the CDS
FIM
TASK 27-60-00-810-802 ROLL SPLR OUTBD GND (Caution) - Fault Isolation
BACK
BACK
SPLR OUTBD
Flight mode: The spoiler panels respond to the inputs from the control hand wheels or from the autopilot. At airspeeds less than
170 kt, both the inboard and outboard spoilers are operational. At airspeeds greater than 170kt, the FCECU locks out the Outboard roll spoilers.
supplied from the PSEU, the FCECU energizes all the lift dump valves. All four spoiler panels will fully extend. The FLIGHT/ TAXI
switch must be in the FLIGHT position
LOGIC
SPLR OUTBD caution light comes on if the FCECU does not prevent outboard spoilers operation when the airspeed is more
than 185 kt, or the FCECU prevents outboard spoilers operation when the airspeed is less than 150 kt or the airspeed is invalid.
RESET
MEL

Many from the CDS
POSSIBLE COMPONENTS
FIM
TASL 27-60-00-810-805 SPLR OUTBD (Caution) - Fault Isolation
BACK
BACK
ROLL SPLR OUTBD HYD

Flight mode: The spoiler panels respond to the inputs from the control hand wheels or from the autopilot. At airspeeds less than 170 kt,
both the inboard and outboard spoilers are operational. At airspeeds greater than 170kt, the FCECU locks out the Outboard roll spoilers.
Ground Mode: With the engine power levers at or below flight idle plus 12 degrees and the two Weight- On- Wheels signals supplied from
the PSEU, the FCECU energizes all the lift dump valves. All four spoiler panels will fully extend. The FLIGHT/ TAXI switch
must be in the FLIGHT position
LOGIC
ROLL SPLR OUTBD HYD caution light comes on when the No. 2 hydraulic system pressure is less than 900 psi, and the FCECU
senses that the airspeed is less than 165 kt
RESET
MEL

Many from the CDS
POSSIBLE COMPONENTS
FIM
TASK 27-60-00-810-804 ROLL SPLR OUTBD HYD (Caution) - Fault Isolation
BACK
BACK
#2 RUD HYD
There are two hydraulic Power Control Units (PCUs), one installed above the other in the vertical stabilizer, that control the
fore rudder movement. The pilot's and copilot's rudder pedals control both of rudder PCUs. Hydraulic system No. 1 supplies
pressure to the lower PCU and hydraulic system No. 2 supplies pressure to the upper PCU.
LOGIC
#2 RUD HYD caution light comes on if the right channel (CHNL 2) of the FCECU has sensed that it cannot control hinge moment
limiting to the lower rudder PCU or the No. 2 hydraulic system pressures is less than 350 psi. NOTE: The #2 RUD HYD caution light
will also come on when RUD 2 PUSH OFF annunciator switch on the center glare shield panel is set. This is not a malfunction condition.
RESET
MEL

Many from the CDS
POSSIBLE COMPONENTS
FIM
TASK 27-20-00-810-805 #2 RUD HYD (Caution) - Fault Isolation
BACK
BACK
FLAP DRIVE
The flap surfaces are electronically controlled and hydraulically operated.
LOGIC
FLAP DRIVE caution light comes on when the flap control unit (FCU) senses hydraulic pressure is sensed with no flap selection
(the shut.off valve stays open after the flap movement is completed), or the flap panels have stopped moving (stalled) before reaching
the set position (a difference between flap position selection and flap position indication is sensed) or the FCU has malfunctioned
RESET
The flap system will continue to operate in a degraded mode when the FLAP DRIVE caution light is on..
MEL

POSSIBLE COMPONENTS
As per the FIM
FIM
TASK 27-50-00-810-801 FLAP DRIVE (Caution) - Fault Isolation
BACK
BACK
FLAP POWER
The flap surfaces are electronically controlled and hydraulically operated.
LOGIC
FLAP POWER caution light is latched on and no more flap movement is possible when the FCU senses flap asymmetry, uncommanded
movement, a position transducer has malfunctioned, the flap lever transducer has malfunctioned, the arming switch has malfunctioned or the FCU has malfunctioned.
RESET
NOTE: There are two possible conditions that can cause the FLAP POWER caution light to come on as nuisance fault:
– The FLAP POWER caution light will come on if you move the flap control lever to a different position and there is no pressure
in the No. 1 hydraulic system for six seconds and the FLAP POWER caution light will come on if you move the flap control
lever to a different position and the release trigger does not go to the bottom of the detent for 10 seconds.
MEL
No MMEL relief for this indication

Many via the CDU
POSSIBLE COMPONENTS
As from the CDU and FIM
FIM
TASK 27-50-00-810-802 FLAP POWER (Caution) - Fault Isolation
BACK
BACK
AUX BATTERY HOT

Each battery is connected to the main feeder busses by a related battery toggle switch to receive a charging current. An AUX BATT
toggle switch selection, will cause the auxiliary battery to connect to the left main feeder bus through contactor K7.
LOGIC
AUX BAT HOT caution light comes on when the auxiliary battery temperature is more than 71°C. NOTE: The electronic instrument
system ELECTRICAL systems page AUX BATT digital temperature indication changes to red when the electrical power control
unit senses that the auxiliary battery temperature is more than 65°C
RESET
Cool the Battery
MEL

The central diagnostic system and electrical power control unit do not show any related fault review status messages
POSSIBLE COMPONENTS
Battery, wiring
FIM
TASK 24-30-00-810-802 AUX BAT HOT (Warning) - Fault Isolation
BACK
BACK
#1 STALL SYS FAIL

The Stall Protection System (SPS) gives an indication that the aircraft is near a stall condition and when the aircraft is in a
stall condition, it gives a positive input to help the flight crew regain control.
LOGIC
#1 STALL SYST FAIL caution light comes on for the malfunction conditions that follow:
– Stall protection module 1 (SPM1) is defective
– SPM1 does not receive valid data from SPM2
– The No. 1 stick shaker is defective
– There is a difference between angle.of.attack vane 1 (AOA1) and AOA2
– AOA1 is defective or not heated
– Icing discrete input is defective
– Operational test (STALL WARN TEST 1) has sensed a caution light or stick shaker discrepancy
– Flap position indicator unit (FPIU) left and right flap position inputs are defective.
– Air data unit 1 (ADU1) and ADU2 mach inputs are defective
– Full authority digital electronic control 1 (FADEC1) and FADEC2 engine torque inputs are defective
– Stick shaker and opposite SPM are defective.
RESET
MEL
27-30- 3 STALL SYSTEM FAIL caution lights may be illuminated for two flight days provided it is confirmed that the illumination
of the # STALL SYSTFAIL and accompanying PUSHER SYST FAIL caution lights occur only on ground. OR prior to each
flight the reason for illumination is confirmed to be a result of the listed eligible failures

The central diagnostic system (CDS) can show:
– SPM1
– NO DATA FROM SPM2
– STICK SHAKER 1
– AOA DISCREPANCY
– AOA1
– AOA2
– L VANE HEATER
– SPM1/IOP1
– SPM1/IOP2
– The ice and rain protection system (IRPS) MAINTENANCE page can show the related messages that follow:
– LEFT AOA FAIL
– MONITOR 1 FAIL.
POSSIBLE COMPONENTS
As per theCDS and the FIM
FIM
TASK 27-33-00-810-813 #1 STALL SYST FAIL (Caution) - Fault Isolation
BACK
BACK
#2 STALL SYS FAIL

The Stall Protection System (SPS) gives an indication that the aircraft is near a stall condition and when the aircraft is in a stall condition, it gives a positive input to help the flight crew regain control.
LOGIC
The CAWP #2 STALL SYST FAIL caution light comes on for the malfunction conditions that follow:
– Stall protection module 2 (SPM1) is defective
– SPM2 does not receive valid data from SPM1
– The No. 2 stick shaker is defective
– There is a difference between angle.of.attack vane 1 (AOA1) and AOA2
– Icing discrete input is defective
– Operational test (STALL WARN TEST 2) has sensed a caution light or stick shaker discrepancy
– Flap position indicator unit (FPIU) left and right flap position inputs are defective.
– Air data unit 1 (ADU1) and ADU2 mach inputs are defective
– Full authority digital electronic control 1 (FADEC1) and FADEC2 engine torque inputs are defective
– Stick shaker and opposite SPM are defective.
RESET
MEL
27-30- 3 STALL SYSTEM FAIL caution lights may be illuminated for two flight days provided it is confirmed that the illumination
of the # STALL SYSTFAIL and accompanying PUSHER SYST FAIL caution lights occur only on ground. OR prior to each
flight the reason for illumination is confirmed to be a result of the listed eligible failures

– SPM2
– NO DATA FROM SPM1
– STICK SHAKER 2
– AOA DISCREPANCY
– AOA2
– AOA1
– R VANE HEATER
– SPM2/IOP1
– SPM2/IOP2.
– The ice and rain protection system (IRPS) MAINTENANCE page can show the related messages that follow:
– RIGHT AOA FAIL
– MONITOR 2 FAIL.
POSSIBLE COMPONENTS
AS per the CDS and the FIM
FIM
TASK 27-33-00-810-815 #2 STALL SYST FAIL (Caution) - Fault Isolation
BACK
gain control.
BACK
PUSHER SYST FAIL

The Stall Protection System (SPS) gives an indication that the aircraft is near a stall condition and when the aircraft is in a stall
condition, it gives a positive input to help the flight crew regain control.
LOGIC
PUSHER SYST FAIL caution light comes on for a stick pusher actuator that is defective, stall protection module 1 (SPM1) and SPM2
stick pusher calculations are different, no stick shaker calculation before stick pusher calculation, STALL WARN TEST 1 has
sensed a WOW or radio altimeter (RA) inhibit discrepancy, AHRS1 and AHRS2 bank angle, pitch angle, body linear accelerations (z),
body angular rates, or vertical speed input is defective
RESET
The PUSHER SYST FAIL indication will come on for conditions that are not malfunctions as follows: – Push condition is sensed
while aircraft is on the ground – One STICK PUSHER SHUT OFF annunciator switch or the other is set to the OFF position. C
MEL
27-30-5 Stick Pusher System may be inoperative for two days provided the stick pusher is de-activated, CG restrictions are observed,
Flight is not conducted into known or forecast icing conditions, and Flights are conducted in accordance with the AFM Supplement for Stick Pusher Inoperative.

The CDS can show STICK PUSHER – WOW DISCREPANCY/SPM1 – WOW DISCREPANCY/SPM2
POSSIBLE COMPONENTS
As per the CDS and the FIM
FIM
TASK 27-33-00-810-829 PUSHER SYST FAIL (Caution) - Fault Isolation
BACK
BACK
INBD ANTISKID
The antiskid system controls the quantity of hydraulic pressure supplied to the main wheel brake units during the use of the normal
brake system. Maximum brake pedal input will not cause the main wheels to skid when the antiskid system is in operation
LOGIC
INBD ANTISKID light comes on when there is a loss of ability to command or control the inboard antiskid system
RESET
MEL
32-40-2 Anti-Skid System may be inoperative provided operations are conducted in compliance with the AFM

The central diagnostic system can show – CONTROL UNIT – LT INBRD WST – RT INBRD WST – LT INBRD VLV
– RT INBRD VLV – PSEU AIR/GND– PSEU GEAR UP
The PSEU can show PSEU CHAN E FAIL DOT14E FAIL – DOT14E LOAD FAULT – DOT14E OVERCURRENT FAULT
– PSEU CHAN D FAIL DOT18D FAIL – DOT18D LOAD FAULT – DOT18D OVERCURRENT FAULT
POSSIBLE COMPONENTS
AS per the CDS and the FIM
FIM
TASK 32-40-00-810-801 INBD ANTISKID (Caution) - Fault Isolation
BACK
BACK
LDG GEAR INOP

Hydraulic retraction and extension starts when the landing gear selector lever is unlocked and moved to the desired command
position. The PSEU checks the status of the landing gear and the landing gear doors, and compares it to the command position selected.
The PSEU then controls the hydraulic sequences to either fully extend or fully retract the landing gear
LOGIC
LDG GEAR INOP on when the PSEU can not control the landing gear
RESET
MEL

The PSEU can show – PSEU CHAN A FAIL CHANNEL INOP – PSEU CHAN A FAIL SIG COND FAIL – PSEU CHAN A FAIL DOT01A FAIL
– DOT01A LOAD FAULT – DOT01A OVERCURRENT FAULT – PSEU CHAN A FAIL DOT02A FAIL – DOT02A LOAD FAULT
– DOT02A OVERCURRENT FAULT – PSEU CHAN A FAIL DOT03A FAIL – DOT03A LOAD FAULT – DOT03A OVERCURRENT FAULT
– PSEU CHAN A FAIL DOT04A FAIL – DOT04A LOAD FAULT – DOT04A OVERCURRENT FAULT – PSEU CHAN A FAIL DOT05A FAIL
– DOT05A LOAD FAULT – DOT05A OVERCURRENT FAULT – DIN01A FAILED – DIN02A FAILED – DIN03A FAILED
– PSEU CHAN D FAIL DOT13D FAIL – DOT013D LOAD FAULT – DOT013D OVERCURRENT FAULT – Selector valve
POSSIBLE COMPONENTS
FIM
TASK 32-10-00-810-801 LDG GEAR INOP (Caution) - Fault Isolation
BACK
BACK
NOSE STEERING
The steering system for the nose wheels gives electronically controlled and hydraulically powered steering of the Nose Landing
Gear (NLG). Steering of the nose wheels is for taxi, takeoff, and landing
LOGIC
The NOSE STEERING caution light comes on when the steering control unit senses a discrepancy and the nose wheel steering
system is set to operate in the castor mode.
RESET
MEL

The SCU will make the NOSE STEERING caution light come on when it senses – SCU built.in test (BIT) failure, power.up
built.in test (PBIT) or continuous built.in test (CBIT) – Pilot hand control (PC) input is more than ±64 degrees – Rudder pedal
input is more than ±8 degrees – Difference between the two nose wheel rotary variable difference transducers (RVDTs) feedback sensors
– Electro.hydraulic servo valve (EHVS) coil is open or short circuit – SCU servo amplifier failure – Difference between the
commanded EHVS nose wheel angle and the linear difference transducers (LVDTs) feedback sensor – SOV coil is open or
short circuit – SOV stays open – SOV stays closed – MSV stays open – MSV stays closed
POSSIBLE COMPONENTS
Many other components can be seen to cause this light to come on. Refer to the FIM
FIM
TASK 32-50-00-810-801 NOSE STEERING (Caution) - Fault Isolation
BACK
BACK
MAIN BAT HOT

Each battery is connected to the main feeder busses by a related battery toggle switch to receive a charging current. A MAIN BATT
toggle switch selection, will cause the main battery to connect to the right main feeder bus through contactor K8.
LOGIC
MAIN BAT HOT caution light comes on when the main battery temperature is more than 71°C. NOTE: The electronic instrument
system ELECTRICAL systems page MAIN BATT digital temperature indication changes to red when the electrical power
control unit senses that the main battery temperature is more than 65°C
RESET
Cool the Battery
MEL

The central diagnostic system and electrical power control unit do not show any related fault review status messages
POSSIBLE COMPONENTS
Battery, wiring
FIM
TASK 24-30-00-810-806 MAIN BAT HOT (Warning) - Fault Isolation
BACK
BACK
FLT DATA RECORDER

The Solid State Flight Data Recorder (SSFDR) records aircraft parameter data and stores it in crash- protected memory for future retrieval purposes
LOGIC
FLT DATA RECORDER caution light comes on for Solid state flight data recorder is not energized – FDR is defective
– FDR ARINC 717 input data bus is defective – FDR data rate miscompare wiring is defective.
RESET
The FLT DATA RECORDER caution light comes on for conditions that are not malfunctions as follows: – Testing with the
automated test unit (ATU) – Downloading with the download unit (DLU)
MEL

The central diagnostic system (CDS) can show, FDR, FDR/IOP1
POSSIBLE COMPONENTS
As indicated via the CDS and the FIM
FIM
TASK 31-32-00-810-802 FLIGHT DATA RECORDER (Caution) - Fault Isolation
BACK
BACK
GPWS
The Ground Proximity Warning System (GPWS) gives aural and visual indications of possible Controlled Flight Into Terrain (CFIT).
LOGIC
GPWS caution light comes on when the ground proximity warning computer has sensed an internal fault or an external fault
(invalid input) from the radio altimeter (RA1) or ADC1/ADC2), VHF NAV 1 or VHF NAV 2, Stall protection module 1 (SPM1)
digital-to-analog converter malfunction.
RESET
MEL
34-40-04, there are too many different failure modes to list here. Refer to the MMEL

The engine display (ED) can also show a GPWS I/F FAIL message.
The central diagnostic system (CDS) can show GPWS, GPWC, GPWS/IOP1 or GPWS/IOP2.
POSSIBLE COMPONENTS
As per ED and CDS indications and the FIM
FIM
TASK 34-42-00-810-802 GPWS (Caution) - Fault Isolation
BACK
BACK
PARKING BRAKE
The parking brake is engaged by pulling the EMERG BRAKE lever all the way back to the detent PARK position. This turns
on the PARKING BRAKE caution light on the caution and warning panel. The button on the side of the handle must be pushed
to release the lever from the PARK detent.
LOGIC
PARKING BRAKE light on when the EMERG BRAKE lever is in the PARK position.
This is not a malfunction condition.
RESET
MEL
There is no MMEL relief for this indicaiton

POSSIBLE COMPONENTS
This is not a malfunction
FIM
32-40-00-810-803 PARKING BRAKE Caution
BACK
BACK
OUTBD ANTISKID
The antiskid system controls the quantity of hydraulic pressure supplied to the main wheel brake units during the use of the
normal brake system. Maximum brake pedal input will not cause the main wheels to skid when the antiskid system is in operation
LOGIC
OUTBD ANTISKID light comes on when there is a loss of ability to command or control the inboard antiskid system
RESET
MEL
32-40-2 Anti-Skid System may be inoperative provided operations are conducted in compliance with the AFM

The central diagnostic system messages – CONTROL UNIT – LT OUTBRD WST – RT OUTBRD WST – LT OUTBRD VLV
– RT OUTBRD VLV – PSEU AIR/GND – PSEU GEAR UP
The PSEU can show – PSEU CHAN A FAIL DOT14A FAIL – DOT14A LOAD FAULT – DOT14A OVERCURRENT FAULT
– PSEU CHAN D FAIL DOT19D FAIL – DOT19D LOAD FAULT – DOT19D OVERCURRENT FAULT
POSSIBLE COMPONENTS
FIM
TASK 32-40-00-810-802 OUTBD ANTISKID (Caution) - Fault Isolation
BACK
BACK
WT ON WHEELS
Proximity sensors on the shock strut use the upper torque link as targets to give a weight- on- wheels or a weight- off- wheels indication to the PSEU.
LOGIC
WT ON WHEELS caution light for a WOW1 and WOW2 difference, one proximity sensor in each channel has malfunctioned
or for a nose wheel over travel of more than 120 degrees
RESET
MEL

The PSEU will show failure messages for the component that caused this Indication
POSSIBLE COMPONENTS
As per the PSEU and the FIM
FIM
TASK 32-60-00-810-801 WT ON WHEELS (Caution) - Fault Isolation
BACK
BACK
FUELING ON
The refuel/ defuel panel controls all refuel and defuel operations. Access to the panel is gained through a flush door on the rear
underside of No. 2 nacelle. dc power must be available for refueling
LOGIC
The FUELING ON caution light comes on when the Caution and Warning panel senses that the refuel/defuel panel is open on the R/H Nacelle
RESET
Close the door
MEL

POSSIBLE COMPONENTS
Door is open or the switch or the caution panel
FIM
TASK 28-40-00-810-801 FUELING ON (Caution) - Fault Isolation
BACK
BACK
FUSELAGE DOORS
The door warning system sends door sensor outputs to the PSEU. The PSEU outputs data to the Input Output Processors
(IOP 1 and IOP 2). This data is displayed in the flight compartment and is used by the Cabin Pressure Control System (CPCS)
LOGIC
The FUSELAGE DOORS warning light comes on for – A fuselage door is not closed – A fuselage door is not locked – A proximity
sensor for the fuselage doors has malfunctioned
RESET
Open and close the door again as indicated on the ED Doors page
MEL
52-10-5 FUSELAGE DOORS Warning System may be inoperative for one door provided the affected door is physically verified
closed and locked prior to each flight, the warning is verified to re-trigger flashing upon any subsequent door opening, and
repairs are made within one flight day.
NOTE: An inoperative door warning system sensor will render AUTO Mode of the Cabin Pressure Control System inoperative

The PSEU will show all sensor states and indicate the faulty sensor
POSSIBLE COMPONENTS
As indicated by the PSEU and the FIM
FIM
TASK 52-70-00-810-801 FUSELAGE DOORS (Warning) - Fault Isolation
BACK
BACK
BACK
BACK
BACK
BACK
BACK
BACK
BACK
BACK
BACK
BACK
BACK
BACK
BACK
BACK
BACK
BACK
BACK
BACK
BACK
BACK
BACK
BACK
BACK
BACK
BACK
BACK
BACK
BACK
BACK
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A Workbook Caution and Warning Light Rev 8

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A Workbook Caution and Warning Light Rev 8

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PITCH TRIM L AC BUS PITOT HEAT STBY ICE DETECT FAIL FLT COMPT DUCT HOT

EMER LTS DISARMED

1 Relay Junction Box 3

8 CB Box For NVS

10 Anti-Skid Control Unit

Timer Monitor Control Unit 1 or 2

OTHER INDICATIONS POSSIBLE

Pitch Trim Actuators

OTHER INDICATIONS POSSIBLE

Elevator Feel Actuators

OTHER INDICATIONS POSSIBLE

Elevator Asymmetry LVDT (2)

OTHER INDICATIONS POSSIBLE

#3 Hydraulic ISO valve

#3 STBY HYD PUMP

OTHER INDICATIONS POSSIBLE

Emer Lights Disarmed

OTHER INDICATIONS POSSIBLE

OTHER INDICATIONS POSSIBLE

OTHER INDICATIONS POSSIBLE

OTHER INDICATIONS POSSIBLE

OTHER INDICATIONS POSSIBLE

OTHER INDICATIONS POSSIBLE

EPCU and TRU locations

OTHER INDICATIONS POSSIBLE

EPCU and TRU locations

Internal Bagg Door

OTHER INDICATIONS POSSIBLE

TASK 25-51-11-810-801 INTERNAL BAGG DOOR (Warning) - Fault Isolation

Check Fire Detect

OTHER INDICATIONS POSSIBLE

Pitot Heat Stby

OTHER INDICATIONS POSSIBLE

OTHER INDICATIONS POSSIBLE

Engine Adapt Heat 1

OTHER INDICATIONS POSSIBLE

Engine Intake Heat adapter

OTHER INDICATIONS POSSIBLE

OTHER INDICATIONS POSSIBLE

Windshield HOT cont.

Side Window HOT

OTHER INDICATIONS POSSIBLE

R/H Windshield controller

TASK 26-10-00-810-804 SMOKE (Warning) - Fault Isolation

Ice Detect Fail

OTHER INDICATIONS POSSIBLE

Ice Detect Fail cont.

OTHER INDICATIONS POSSIBLE

TASK 30-30-00-810-807 PITOT HEAT 2 (Caution) - Fault Isolation

Engine Adapt Heat 2

OTHER INDICATIONS POSSIBLE

Engine Intake Heat adapter2

OTHER INDICATIONS POSSIBLE

Prop Deice cont 2

OTHER INDICATIONS POSSIBLE

Deice Timer cont.

OTHER INDICATIONS POSSIBLE

OTHER INDICATIONS POSSIBLE

Touched Runway cont.

Flight Compartment Duct HOT

OTHER INDICATIONS POSSIBLE

Flt Compartment OT switch

CABIN Duct HOT