Supplemental Procedure Ground Reset Guide: Master

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Series 400
SUPPLEMENTAL PROCEDURE GROUND

RESET GUIDE
PSM 1−84−34
MASTER
BOMBARDIER INC.
BOMBARDIER AEROSPACE COMMERCIAL AIRCRAFT
CUSTOMER SUPPORT
123 GARRATT BLVD, TORONTO, ONTARIO

CANADA M3K 1Y5
Copyright © 2015 by Bombardier Inc.
ALL rights reserved. No part of this work may be reproduced or copied

in any form or by any means without written permission
of Bombardier Inc.
The Bombardier logo and de Havilland are registered

trademarks of Bombardier Inc.
Initial Issue: Oct 05/2015

Oct 05/2015
"The information, technical data and the designs disclosed herein are the
exclusive property of Bombardier Inc. or contain proprietary rights of others and
are not to be used or disclosed to others without the written consent of
Bombardier Inc. The recipient of this document, by its retention and use, agrees
to hold in confidence the technical data and designs contained herein. The
foregoing shall not apply to persons having proprietary rights to such information,
technical data or such designs to the extent that such rights exist."
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Supplemental Procedure Ground Reset Guide
TRANSMITTAL LETTER − INITIAL ISSUE
This is the Initial Issue of the Dash 8 Series 400 Supplemental Procedure Ground Reset Guide (SPGRG),
PSM 1−84−34, dated October 05/2015.
The SPGRG is only available in digital format on Navigator.
It is recommended this Transmittal letter be retained for record purposes.
PSM 1−84−34 − MASTER

EFFECTIVITY: **ON A/C ALL
Page 1
TRANSMITTAL LETTER Oct 05/2015
THIS PAGE INTENTIONALLY LEFT BLANK
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Oct 04/2013
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INTRODUCTION
LIST OF EFFECTIVE PAGES
Chapter Chapter
Section Section
Subject Page Date Subject Page Date
Effective Pages
1 * Oct 05/2015
Contents
1 * Oct 05/2015
Introduction
1 * Oct 05/2015
2 * Oct 05/2015
* The asterisk indicates pages changed, added or deleted.
INTRODUCTION − Page 1
EFFECTIVE PAGES Oct 05/2015
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RECORD OF REVISIONS
Record the date you insert and remove each Revision in your manual.
REV. ISSUE DATE INSERTED REV. ISSUE DATE INSERTED

NO. DATE INSERTED BY NO. DATE INSERTED BY
Initial
Oct 05/2015 Oct 05/2015 BCSG
Issue
BCSG: Bombardier Customer Service Group
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RECORD OF REVISIONS Oct 05/2015
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REV. ISSUE DATE INSERTED REV. ISSUE DATE INSERTED

NO. DATE INSERTED BY NO. DATE INSERTED BY
BCSG: Bombardier Customer Service Group
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RECORD OF REVISIONS Oct 05/2015
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INTRODUCTION
TABLE OF CONTENTS
Subject Page
INTRODUCTION
PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
RESET PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
NOTES & REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
INTRODUCTION − Page 1
CONTENTS Oct 05/2015
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INTRODUCTION
PURPOSE
The intent of the Supplemental Procedure Ground Reset Guide (SPGRG) is to provide reset
procedures which can be conducted by appropriately trained and approved pilots as well as
maintenance personnel.
A number of nuisance caution light(s) and / or advisory messages have been identified on the Q400.
The majority of these events occur during ground operations, mostly as a result of startup anomalies
during initial power on, after Engine / APU start or due to extreme environmental conditions.
This document recommends acceptable procedures that can be used on the ground to clear these
types of faults.
It is not the intent of this manual to permit repeated use of the same reset procedure on the same
aircraft over a short period of time.
Repeated defects on the same aircraft may be indicative of a larger system problem and should be
investigated and rectified.
Procedures presented under this SPGRG are not covered by the approved Airplane Flight Manual.
Local regulatory approval may be required.
Where corrective action to the affected system has not been implemented through a modification and /
or Service Bulletin, the following procedures provide the means to reset specific nuisance caution
lights, advisory messages or system faults.
The following general procedures MUST be adhered to in order to ensure the continued safe operation
of the aircraft:
1. These procedures may only be used during ground operations;
2. A circuit breaker may be pulled and reset by flight crew when associated with an approved
procedure or under the direction of Maintenance Control.
Any corrective action detailing the pulling and resetting of circuit breakers (pull open / push closed)
may only be used one (1) time for each nuisance caution / advisory after full aircraft power up, or
in the case of a WTG fail subsequent to repeated triggering of warning light events, as required
(i.e. repeated door warning caution light activation consistent with aircraft boarding activity)
3. If the procedure clears the nuisance indication, no further maintenance is required.

If these procedures are not sufficient to clear the nuisance indication, then the MEL must be used,
if applicable, or the problem must be rectified prior to aircraft dispatch.
4. All faults, their associated fault codes, as well as accompanying reset procedures must be
addressed within the operators normal defect recording and rectification process.

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INTRODUCTION Oct 05/2015
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GENERAL INFORMATION
This sub−chapter is a brief description of the failure, WHY and / or WHEN it occurs as well as a desired
outcome of the reset procedure.
If a reset only applies to a specific range of aircraft then this will be detailed under this section.
RESET PROCEDURE
This sub−chapter will be boxed and presented in a clear step by step flow in order to help the crew on
HOW and / or WHAT actions to take.
NOTES & REFERENCES
This sub−chapter will indicate additional details that the pilots should attempt to record and
communicate to maintenance.
Not all reset procedures will include this sub−chapter.
The recorded information may be of assistance in troubleshooting the maintenance discrepancy as well
as assessing continued operation of the aircraft, should the reset procedure fail.
Any additional maintenance information, reference material, AMM tasks, troubleshooting advice, FIM
tasks or Modifications Summaries MS that may be available to prevent a re−occurrence of the fault.

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INTRODUCTION Oct 05/2015
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LIST OF CHAPTERS
The following is a list of the chapters contained in this manual.
Chapter Title Revision Revision Date

21 AIR CONDITIONING and PRESSURIZATION 0 Oct 05/2015
23 COMMUNICATIONS 0 Oct 05/2015
24 ELECTRICAL POWER 0 Oct 05/2015
27 FLIGHT CONTROLS 0 Oct 05/2015
28 FUEL 0 Oct 05/2015
29 HYDRAULIC POWER 0 Oct 05/2015
30 ICE and RAIN PROTECTION 0 Oct 05/2015
31 INDICATING and RECORDING 0 Oct 05/2015
32 LANDING GEAR 0 Oct 05/2015
34 NAVIGATION 0 Oct 05/2015
45 CENTRAL MAINTENANCE SYSTEM 0 Oct 05/2015
52 DOORS 0 Oct 05/2015
61 PROPELLERS 0 Oct 05/2015
77 ENGINE INDICATIONS 0 Oct 05/2015
79 ENGINE OIL 0 Oct 05/2015
80 STARTING 0 Oct 05/2015
Note: Revision 0 = Initial Issue

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CHAPTER 21 − AIR CONDITIONING and PRESSURIZATION

Chapter Chapter
Section Section
21−Effective 1 * Oct 05/2015
Pages
21−Contents 1 * Oct 05/2015
21−01−01 101 * Oct 05/2015
21−02−01 101 * Oct 05/2015

102 * Oct 05/2015
21−03−01 101 * Oct 05/2015
21−04−01 101 * Oct 05/2015
21−05−01 101 * Oct 05/2015
21−06−01 101 * Oct 05/2015
21−07−01 101 * Oct 05/2015

102 * Oct 05/2015
21−08−01 101 * Oct 05/2015

102 * Oct 05/2015
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CHAPTER 23 − COMMUNICATIONS
Chapter Chapter
Section Section
Pages
23−01−01 101 * Oct 05/2015
23−02−01 101 * Oct 05/2015
23−03−01 101 * Oct 05/2015
23−04−01 101 * Oct 05/2015
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CHAPTER 24 − ELECTRICAL POWER

Chapter Chapter
Section Section
Pages
24−01−01 101 * Oct 05/2015
24−02−01 101 * Oct 05/2015
24−04−01 101 * Oct 05/2015
24−05−01 101 * Oct 05/2015
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CHAPTER 27 − FLIGHT CONTROLS

Chapter Chapter
Section Section
Pages
27−01−01 101 * Oct 05/2015
27−02−01 101 * Oct 05/2015
27−03−01 101 * Oct 05/2015

102 * Oct 05/2015
103 * Oct 05/2015
27−04−01 101 * Oct 05/2015
27−05−01 101 * Oct 05/2015
27−06−01 101 * Oct 05/2015
27−07−01 101 * Oct 05/2015
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CHAPTER 28 − FUEL
Chapter Chapter
Section Section
Pages
28−01−01 101 * Oct 05/2015
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CHAPTER 29 − HYDRAULIC POWER

Chapter Chapter
Section Section
Pages
29−01−01 101 * Oct 05/2015
29−02−01 101 * Oct 05/2015
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CHAPTER 30 − ICE and RAIN PROTECTION

Chapter Chapter
Section Section
Pages
30−01−01 101 * Oct 05/2015

102 * Oct 05/2015
103 * Oct 05/2015
30−02−01 101 * Oct 05/2015
30−03−01 101 * Oct 05/2015
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CHAPTER 31 − INDICATING and RECORDING

Chapter Chapter
Section Section
Pages
31−01−01 101 * Oct 05/2015
31−02−01 101 * Oct 05/2015
31−03−01 101 * Oct 05/2015
31−04−01 101 * Oct 05/2015
31−05−01 101 * Oct 05/2015
31−06−01 101 * Oct 05/2015
31−07−01 101 * Oct 05/2015
31−08−01 101 * Oct 05/2015

102 * Oct 05/2015
31−09−01 101 * Oct 05/2015
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CHAPTER 32 − LANDING GEAR

Chapter Chapter
Section Section
Pages
32−01−01 101 * Oct 05/2015

102 * Oct 05/2015
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CHAPTER 34 − NAVIGATION
Chapter Chapter
Section Section
Pages
34−01−01 101 * Oct 05/2015

102 * Oct 05/2015
34−02−01 101 * Oct 05/2015
34−03−01 101 * Oct 05/2015
34−04−01 101 * Oct 05/2015

102 * Oct 05/2015
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CHAPTER 45 − CENTRAL MAINTENANCE SYSTEM

Chapter Chapter
Section Section
Pages
45−01−01 101 * Oct 05/2015

102 * Oct 05/2015
103 * Oct 05/2015
104 * Oct 05/2015
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CHAPTER 52 − DOORS
Chapter Chapter
Section Section
Pages
52−01−01 101 * Oct 05/2015

102 * Oct 05/2015
103 * Oct 05/2015
104 * Oct 05/2015
105 * Oct 05/2015
106 * Oct 05/2015
107 * Oct 05/2015
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CHAPTER 61 − PROPELLERS
Chapter Chapter
Section Section
Pages
61−01−01 101 * Oct 05/2015
61−02−01 101 * Oct 05/2015

102 * Oct 05/2015
61−03−01 101 * Oct 05/2015

102 * Oct 05/2015
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CHAPTER 77 − ENGINE INDICATIONS

Chapter Chapter
Section Section
Pages
77−01−01 101 * Oct 05/2015
77−02−01 101 * Oct 05/2015
77−03−01 101 * Oct 05/2015

102 * Oct 05/2015
103 * Oct 05/2015
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CHAPTER 79 − ENGINE OIL

Chapter Chapter
Section Section
Pages
79−01−01 101 * Oct 05/2015
79−02−01 101 * Oct 05/2015
79−03−01 101 * Oct 05/2015
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CHAPTER 80 − STARTING
Chapter Chapter
Section Section
Pages
80−01−01 101 * Oct 05/2015

102 * Oct 05/2015
103 * Oct 05/2015
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CHAPTER 21 − AIR CONDITIONING and PRESSURIZATION

TABLE OF CONTENTS
Chapter
Section
Procedure Subject Page
# 1 AND # 2 BLEED HOT (CAUTION LIGHTS) 21−01−01

Effectivity: ON A/C ALL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
CABIN ALTITUDE (FAULT ANNUNCIATION LIGHT) 21−02−01

COLD SOAKED AIRCRAFT 21−03−01

ERRONEOUS CABIN TEMPERATURE INDICATION 21−04−01

FANS FAIL (MESSAGE ON ED) 21−05−01

HOT CABIN DURING BOARDING 21−06−01

LOSS OF ECS TEMPERATURE CONTROL 21−07−01

POOR ECS TEMPERATURE CONTROL 21−08−01

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CHAPTER 23 − COMMUNICATIONS
TABLE OF CONTENTS
Chapter
Section
ARCDU FAILED (MESSAGE ON ARCDU) 23−01−01

ARCDU FREQUENCY MIS−COMPARE 23−02−01

ARCDU TX NOT DISPLAYED IN THE PROPER COMM SOURCE 23−03−01

INOPERATIVE PA CHIME 23−04−01

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CHAPTER 24 − ELECTRICAL POWER

TABLE OF CONTENTS
Chapter
Section
# 1 AC GEN OR # 2 AC GEN (CAUTION LIGHT) 24−01−01

# 1 DC GEN OR # 2 DC GEN (CAUTION LIGHT) 24−02−01

MAIN DC BUS FAULT (WITH APU START FROM BATTERIES) 24−04−01

TRIPPED CIRCUIT BREAKER 24−05−01

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CHAPTER 27 − FLIGHT CONTROLS

TABLE OF CONTENTS
Chapter
Section
# 1 RUD HYD OR # 2 RUD HYD (CAUTION LIGHT) 27−01−01

# 1 STALL SYST FAIL AND # 2 STALL SYST FAIL AND 27−02−01

PUSHER SYST FAIL (CAUTION LIGHTS)
ELEVATOR ASYMMETRY (CAUTION LIGHT) 27−03−01

FLAP POWER (CAUTION LIGHT) 27−04−01

PUSHER SYST FAIL (CAUTION LIGHT) 27−05−01

ROLL SPLR INBD GND AND ROLL SPLR OUTBD GND 27−06−01
(CAUTION LIGHTS)
YD NOT CENTERED (MESSAGE ON DISPLAY) 27−07−01

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CHAPTER 28 − FUEL
TABLE OF CONTENTS
Chapter
Section
ABNORMAL FUEL TEMPERATURE 28−01−01

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CHAPTER 29 − HYDRAULIC POWER

TABLE OF CONTENTS
Chapter
Section
PTU CNTRL FAIL (ADVISORY LIGHT) 29−01−01

AVOIDANCE OF HYDRAULIC FLUID TRANSFER 29−02−01

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CHAPTER 30 − ICE and RAIN PROTECTION

TABLE OF CONTENTS
Chapter
Section
DEICE PRESS (CAUTION LIGHT) 30−01−01

ENG ADPT HEAT 1 & 2 (CAUTION LIGHTS) 30−02−01

PROP DEICE (CAUTION LIGHT) 30−03−01

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CHAPTER 31 − INDICATING and RECORDING

TABLE OF CONTENTS
Chapter
Section
DU BAD CONF (MESSAGE ON ED) 31−01−01

ERRONEOUS ELEVATOR TRIM INDICATION 31−02−01

ERRONEOUS FIRE BELL AND FAILED # 2 ENGINE FUEL AND 31−03−01

HYD INDICATIONS
ERRONEOUS FUEL TRANSFER INDICATIONS 31−04−01

ERRONEOUS SAT INDICATIONS 31−05−01

ERRONEOUS TAKE−OFF WARNING HORN 31−06−01

PFD, MFD OR ED REMAIN IN SELF TEST MODE 31−07−01

WEATHER RADAR DISPLAY FROZEN 31−08−01

WTG 1 FAIL OR WTG 2 FAIL OR WTGS FAIL (MESSAGES ON 31−09−01

ED)
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CHAPTER 32 − LANDING GEAR

TABLE OF CONTENTS
Chapter
Section
NOSE STEERING (CAUTION LIGHT) 32−01−01

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CHAPTER 34 − NAVIGATION
TABLE OF CONTENTS
Chapter
Section
AHRU FAILURE (DURING INITIAL POWER−ON) 34−01−01

GHOST OR MIRROR IMAGES ON ISI 34−02−01

GPWS I/F FAIL (MESSAGE ON PFD) 34−03−01

WX FAIL (MESSAGE ON MFD) 34−04−01

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CHAPTER 45 − CENTRAL MAINTENANCE SYSTEM

TABLE OF CONTENTS
Chapter
Section
CENTRAL DIAGNOSTIC SYSTEM (CDS) 45−01−01

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CHAPTER 52 − DOORS
TABLE OF CONTENTS
Chapter
Section
TRANSLATING DOOR DROPPING 52−01−01

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CHAPTER 61 − PROPELLERS
TABLE OF CONTENTS
Chapter
Section
# 1 PEC AND # 2 PEC (CAUTION LIGHTS) 61−01−01

AUTOFEATHER FAILS TO ARM ON TAKE−OFF 61−02−01

OVERSPEED GOVERNOR TEST 61−03−01

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CHAPTER 77 − ENGINE INDICATIONS

TABLE OF CONTENTS
Chapter
Section
FADEC (FAULT CODE) 77−01−01

PEC (FAULT CODE) 77−02−01

POWERPLANT (FAULT MESSAGE ON ED) 77−03−01

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CHAPTER 79 − ENGINE OIL

TABLE OF CONTENTS
Chapter
Section
ENGINE OIL PRESSURE FLUCTUATIONS 79−01−01

ENGINE OIL TEMPERATURE LESS THAN 65°C IN ICING 79−02−01

CONDITIONS
OIL COOLER DOOR ACTUATOR 79−03−01

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CHAPTER 80 − STARTING
TABLE OF CONTENTS
Chapter
Section
CONTINUOUS ILLUMINATION OF ENGINE SELECT LIGHT 80−01−01

(FAULT ISOLATION)
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**ON A/C ALL
# 1 and # 2 BLEED HOT (Caution Lights)
1. GENERAL INFORMATION
– Illuminate(s) in Flight
– This reset applies to aircraft that are pre SB 84−36−03 (RTD), SB 84−21−12 (Pack Flow Control
Valve) and SB 84−21−13 (ECU Software Revision).
2. RESET PROCEDURE
BLEED Switches ......................................................................................................................... OFF

Ensure BLEED HOT Caution Light extinguishes.
BLEED Switches ........................................................................................................................... ON
If BLEED HOT Caution Light illuminates:
• Maintenance action is required before next flight.
On engine with BLEED HOT event :
− Advance POWER lever above FLIGHT IDLE until bleed stage switching occurs.
Switching can be observed by monitoring de−ice pressure gauges on co−pilot side panel.
Appropriate pressure needle will move slightly when bleed switching occurs.
If BLEED HOT Caution Light illuminates:

• Maintenance action is required prior to next flight.
If BLEED HOT Caution Light does not occur:
• Monitor for like event on the next flight.
If like event occurs:
3. NOTES & REFERENCES
Report to maintenance should, if possible, be accompanied with the following additional information:
• Phase of flight during the event (taxi, take−off, climb, cruise, descent, landing)
• Bleed Selections
• ECS Control Issues
• De−ice ON or OFF

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**ON A/C ALL
CABIN ALTITUDE (FAULT Annunciation Light)
– Procedure for operation of the Cabin Pressurization Control System (CPCS) following an in flight
illumination of the CABIN ALTITUDE FAULT Light
2. RESET PROCEDURE
AUTO / MAN / DUMP Switch ................................................................................................... DUMP
− After 5 s:
AUTO / MAN / DUMP Switch ................................................................................................... AUTO
− The FAULT Light may flicker momentarily during its power on BIT cycle.
If the FAULT Light does not illuminate:

• Continue with the flight.
If the FAULT Light illuminates continuously:

− Pressurization must be managed in MANUAL MODE as per AFM 4.16.4
• When did the fault illuminate − during aircraft power−up / climb / cruise / descent / taxi / static on
the ramp?
• Was any other bleed selection being initiated during the event?
• Was a cabin bump felt as well as observed?
• Was the event a result of a ECS surge (heard through the air vents)?

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– Check PSEU history for fault codes from the applicable flight leg.
Suspect door prox sensor
– Check OF (out flow) Valve PN.
If PN: 88060B010003 suspect and schedule valve replacement with post mod valve.
– Check CDS, ECS ECU, present and history for fault codes from the related flight leg.
Suspect ECU cabin pressure bumps.
Clear related ECU fault codes (suspect valve filters).

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**ON A/C ALL
COLD SOAKED AIRCRAFT
− Recommended procedure to heat the aircraft cabin after the aircraft has been cold−soaked overnight
− Reduce the number of opened Cabin / Cargo doors to minimum practical.
2. RESET PROCEDURE
RECIRC Fan .................................................................................................................................. ON

CABIN / FLT COMP PACKS .................................................................................................... AUTO
TEMP CONTROLs ............................................................................................................ 12 O’Clock
APU Bleed ..................................................................................................................................... ON
Flight Compartment Gasper Vents (4 places) .............................................................. Fully Open
Flight Compartment / Side Window De−Mist
Flow Control Levers ........................................................................................................ Fully Open
Flight Compartment Door ..................................................................................................... Closed
– Maintain temperature control at 12 o’clock until compartment temperatures have stabilized.

– To avoid duct temperature overshoots and triggering a DUCT HOT caution light, Do Not select
PACKS to MAN.
− Access the CDS and obtain all PRESENT and HISTORY fault codes from the ECS ECU.
− Ensure that dates / flight legs / channels as well as fault codes are recorded.

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**ON A/C ALL
ERRONEOUS CABIN TEMPERATURE INDICATION
− Flight Compartment indication of Cabin temperature reads up to 9ºC higher than FAs panel reading
2. RESET PROCEDURE
− No maintenance action required.

− Operation of the ECS system is unaffected.
• Is the Cabin and Flight Compartment temperature controllable?
If Not:
• Event occurred on ground / take off / cruise / descent?
• Control in AUTO or MAN?
• Position of FLT COMP and CABIN TEMP CONTROL knobs?
• Was the event related to any cabin pressure surge events?
– Access the CDS and obtain all PRESENT and HISTORY fault codes from the ECS ECU.
Ensure that dates / flight legs / channels as well as fault codes are recorded.

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**ON A/C ALL
FANS FAIL (Message on ED)
− Message appears after starting an engine in an aircraft with a cold flight compartment
− FANS FAIL message will clear when flight compartment temperature sensors warm above 5°C.
2. RESET PROCEDURE
− Monitor message as flight compartment warms.
If message remains on after flight compartment temperature rises:

• Event occurred aircraft static on ground (EXT PWR ON / OFF) / after engine start / during taxi /
take−off / cruise / descent.
• Flight Compartment Temperature was below 5°C?
• Was the AVIONICS Caution Light illuminated.

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**ON A/C ALL
HOT CABIN DURING BOARDING
– During Boarding especially on a cold day − the heat demand from the flight compartment may drive
the cabin hot.
– To minimize a hot cabin during boarding, it is recommended that the temperature setting from the
previous flight to be maintained and that the flight compartment door to be closed during the
boarding sequence.
– The cabin temperatures should stabilize within 5 min of door closing.
– Recommended procedure to minimize overheating the cabin during boarding in cold weather
– Reduce the number of opened Cabin / Cargo doors to minimum practical
2. RESET PROCEDURE
RECIRC Fan .................................................................................................................................. ON

Bleed Selector ........................................................................................................... NORM or MAX
Flight Compartment Door ..................................................................................................... Closed
− To avoid overheating the cabin, maintain temperature controls at 12 o’clock.

− Compartment temperatures will stabilize after passenger doors are closed.
• OAT?
• Indication of cabin pressure surge events?

EFFECTIVITY:
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**ON A/C ALL
LOSS of ECS TEMPERATURE CONTROL
– Recommended procedure for ECS system “lock−up“
– Seen by the flight crew as a loss of temperature control in descent mode and cooler cabin or flight
compartment
2. RESET PROCEDURE
LH PACK & RH PACK Switch ................................................................... OFF then back to AUTO

BLEED 1 & 2 CONTROL Switches ............................................................................................ OFF
# 1 & # 2 ENGINES ................................................................................................................. START

POWER Levers ............................................................................................................ FLIGHT IDLE
BLEED 1 & 2 CONTROL Switches ....................................................................................... BLEED
– Wait at least 5 min for compartment temperatures to stabilize
If a temperature adjustment is required:

TEMP CONTROL ................................................................................ Adjust by a Small Increment
– Wait at least 5 min for compartment temperatures to re−stabilize before making a further
adjustment
If temperature control is possible:

• No maintenance action is necessary.
# 1 & # 2 ENGINES ........................................................................................................... Shut Down

EFFECTIVITY:
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• Flight Compartment Gaspers fully open.
• Flight Compartment Door open / closed?
• Event occurred on ground / take−off / cruise / descent?
• Any Indication of cabin pressure surge events?
• Has the procedure for Poor ECS Temperature Control been attempted?
– Access the CDS and obtain all present and history fault codes from the ECS ECU.

EFFECTIVITY:
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**ON A/C ALL
POOR ECS TEMPERATURE CONTROL
− Recommended procedure to improve temperature control throughout the aircraft
2. RESET PROCEDURE
– With Engines running:

RECIRC Fan .................................................................................................................................. ON
Bleed Selector ........................................................................................................... NORM or MAX
– Wait at least 5 min for compartment temperatures to stabilize.
If a temperature adjustment is required:

TEMP CONTROL ................................................................................ Adjust by a Small Increment
– Wait at least 5 min for compartment temperatures to re−stabilize before making a further
adjustment.
• Flight Compartment Gaspers fully open.
• Flight Compartment Door open / closed?
• Event occurred on ground / take−off / cruise / descent?
• Any Indication of cabin pressure surge events?

EFFECTIVITY:
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– Access the CDS and obtain all present and history fault codes from the ECS ECU.

EFFECTIVITY:
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**ON A/C ALL
ARCDU FAILED (Message on ARCDU)
– This procedure applies to aircraft that are pre MS 4−126267, SB 84−23−21.
– Message appears on # 1 ARCDU after selection of Emergency Lights to ON or Power Transient on

Left Main DC bus.
2. RESET PROCEDURE
Emergency Lights ..................................................................................................................... ARM
ARCDU # 1 ................................................................................................................... OFF then ON
If message remains on:

• Maintenance action is required before next flight
• Other erroneous flight compartment indications
• Message appears on the ARCDU at any other time besides following selection of Emergency
Lights to ON.
• Was any bus switching taking place during the event?

EFFECTIVITY:
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**ON A/C ALL
ARCDU FREQUENCY Mis−COMPARE
– Preset frequency fields on # 1 and # 2 ARCDUs do not match after electrical power is applied to
aircraft.
2. RESET PROCEDURE
ARCDU # 1 and # 2 ...................................................................................................... OFF then ON
If mis−compare persists:
• Maintenance action is required prior to next flight
• Any relationship with FMS Tune

EFFECTIVITY:
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**ON A/C ALL
ARCDU TX Not Displayed in the Proper COMM Source
− Mismatch between the actual Rotory Selector position and the Transmission Source.
2. RESET PROCEDURE
− Confirm that the selected transmission source on the ARCDU by observing the COMM source
selection on the top line of the lower left hand box (INT box) matches the position in the selected
communication box when the PTT switch is selected.
If the indication disagrees:

ARCDU Rotary Selector ....................................... Move 2 selections out of current position and
then back to desired
If problem persists:
• Which ARCDU is displaying the issue (LH, RH or Both)

EFFECTIVITY:
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**ON A/C ALL
INOPERATIVE PA CHIME
– Intermittent cabin chime and / or cabin chime does not sound when CALL, ATT or EMERG are
selected from a FA handset.
2. RESET PROCEDURE
PA AMP CB (Left Upper CB Panel − B8) ................................................................................ Reset
− Ensure correct operation on the ground, at any time, prior to take−off, at the pilot’s discretion
If cabin chime does not chime on selection of CALL, ATT or EMERG:

• Other PA related problems
• Other Interphone related problems
• Source of aircraft electrical power during the event (GPU, APU, ship GEN, BATT)

EFFECTIVITY:
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**ON A/C ALL
# 1 AC GEN or # 2 AC GEN (Caution Light)
− # 1 AC GEN or # 2 AC GEN (Caution Light) illuminates
2. RESET PROCEDURE
GEN Switch (affected side) ......................................................................................... OFF then ON
If the fault light does not illuminate the aircraft can continue further the flight.
If the fault light illuminates:

• When did the fault illuminate − during aircraft power−up / start / climb / cruise / descent / taxi /
static on the ramp?
• Did the problem occur during any switch selection?
• What was the OAT?
• Was PROP DEICE selected ON?

EFFECTIVITY:
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**ON A/C ALL
# 1 DC GEN or # 2 DC GEN (Caution Light)
− # 1 DC GEN or # 2 DC GEN (Caution Light) illuminates.
2. RESET PROCEDURE
GEN Switch (affected side) ......................................................................................... OFF then ON
If the fault light does not illuminate the aircraft can continue further the flight.
If the fault light illuminates:

• When did the fault illuminate − during aircraft power−up / start / climb / cruise / descent / taxi /
static on the ramp?
• Did the problem occur during any switch selection?

EFFECTIVITY:
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**ON A/C ALL
MAIN DC BUS FAULT (with APU Start from Batteries)
− Associated with selection of APU generator.
2. RESET PROCEDURE
APU GEN ..................................................................................................................................... OFF

RECIRC Fan ................................................................................................................................ OFF
MAIN, AUX & STBY Batteries .................................................................................................... OFF
BUS FAULT RESET .................................................................................................................. Reset
If DC BUS Caution Light goes out:

APU GEN ....................................................................................................................................... ON
MAIN, AUX & STBY Batteries .............................................................................. ON, one at a time
RECIRC Fan ........................................................................................................................ As Req’d
– Bring the batteries then RECIRC Fan back on−line one at a time so as to limit the current
requirements on the APU generator.
If BUS FAULT remains:

• Was GPU available? If yes − what was the GPU available voltage?
• What was the state of the BATT charge following APU start?
• How long did it take to re−charge the BATT?

EFFECTIVITY:
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**ON A/C ALL
TRIPPED CIRCUIT BREAKER
– Circuit Breaker(s) tripped after initial power−up of aircraft on ground.
– This procedure MUST not be used if there is a recent history of reported defects with the system or
related systems that are associated with the tripped circuit breaker(s) or if there is other evidence
of anomalies with these systems.
2. RESET PROCEDURE
– Pull out tripped Circuit Breaker to ensure it is fully disengaged.

– Push in Circuit Breaker until it re−engages.
If the circuit breaker trips again:

• Do Not attempt any further resets
• Specify which CB was found tripped.
• Specify when the CB was found tripped:
during aircraft power−up / in flight / during taxi / static on the ramp.
• Specify the aircraft power source at the time of the CB trip
(Ground Power Cart, APU, ship generator 1 or 2)
• Was there any switch selection associated with the tripping of the CB?

EFFECTIVITY:
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**ON A/C ALL
# 1 RUD HYD or # 2 RUD HYD (Caution Light)
− Caution Light remains illuminated after completion of Engine Start.
− For airplanes Not Incorporating MS 4−122245.
2. RESET PROCEDURE
FCS ECU 1 and 2 CBs (Left Lower CB Panel −

M3 and Right Lower CB Panel − L6) ........................................................... Reset Simultaneously
− Wait 90 s until self−test sequence is complete before moving flight controls.
Flight Controls .................................................................................................... Check / Full Travel
If Caution Light remains on:

• Indicate the phase of operation: on ground / after start / during taxi / flight
• Did the event occur after Engine Start?

EFFECTIVITY:
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**ON A/C ALL
# 1 STALL SYST FAIL and # 2 STALL SYST FAIL and PUSHER SYST FAIL (Caution
Lights)
− This procedure applies to aircraft that are pre MS 4−126181, SB 84−27−07.
− Associated with initial aircraft power−up or following APU or engine start
2. RESET PROCEDURE
L and R AOA VANE HT CBs (Upper Right CB

Panel − 115 V AC Variable Frequency) ........................................................................... Check / In
STICK PUSHER CBs (Upper Left CB Panel −
K1 and K6) ..................................................................................................... Reset Simultaneously
− Wait 30 s until self−test sequence is complete.
If Caution Lights remain on:

SPM 1 CB (Upper Left CB Panel − F2) .................................................................................... Reset

SPM 2 CB (Upper Left CB Panel − F5) .................................................................................... Reset

• Did the event occur on aircraft power−up or following APU or Engine Start?

EFFECTIVITY:
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**ON A/C ALL
ELEVATOR ASYMMETRY (Caution Light)
– Caution Light illuminated in flight and extinguished upon touchdown
– Could be caused by many factors, including servo, FCECU, cable stiffness and / or cable rigging
loads.
– Corrected with MS 113392 − FCECU Software Upgrade
– This procedure shall not be used if other caution lights associated with the pitch trim / pitch feel
system or abnormalities of the elevator control system are observed.

EFFECTIVITY:
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2. RESET PROCEDURE
− Start Engine # 2 and un−feather the propeller.
SPU ................................................................................................................................................ ON
ELEVATOR TRIM ......................................................................................... Set to Neutral position
(Neutral position is achieved with elevator trim indicator aligned with forward end of TO trim band)
Elevator Control ............................................................................................................ Hands−Free
− Check left and right elevator PFCS indications for alignment with center index mark.
Elevator Control .................................................. Slowly move the column through 2 full cycles
and check left and right elevator PFCS
indications on # 1 MFD move smoothly
without hesitation and indicate full deflection
NU and ND
(Full nose−up and full nose−down travel are indicated by a pointer position defined by assuming the
full travel index marks are shifted ½ arc width towards neutral)
− Move Control Column to neutral position.
Pilot’s PITCH TRIM Switch .................................. Without exerting force on the Control
Column, operate TRIM Switch continuously to
attain ¼ full scale ND and NU trim positions
from neutral as observed on the pitch trim
indicator
− Check left and right elevator PFCS indications on # 1 MFD move smoothly and without hesitation in
the direction of the pitch trim input.
− Repeat 3 times.
(Holding the PITCH TRIM Switch for more than 3 s will cause the “Elevator Trim in Motion” audio tone
to sound and the ELEVATOR TRIM SHUT OFF Switch PUSH OFF Advisory Light to illuminate)
ELEVATOR TRIM ......................................................................................................... Set As Req’d

If Caution Light illuminates or the elevator PFCS indications do not move smoothly and without
hesitation:

EFFECTIVITY:
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• When did the fault illuminate: during aircraft power−up / start / climb / cruise / descent / taxi / static
on the ramp?
• Is the problem present prior to first flight of the day?
• If the event occurred on ground, were the elevators placed in the ND position prior to the previous
engine shutdown?
• If during flight − are there any AP related problems (porpoising, dutch roll)?

EFFECTIVITY:
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**ON A/C ALL
FLAP POWER (Caution Light)
− Associated with movement of FLAPS Lever without # 1 Hydraulic System pressure
2. RESET PROCEDURE
FLAPS Lever ................................................................................. Select to match Flap Indication
FLAPS CONT CB (Left Lower CB Panel − L7) ........................................................................ Reset
– Wait 10 s for self−test to complete.

• Was the event associated with selection of a new flap position?
• Was HYD System # 1 pressure available during the event?

EFFECTIVITY:
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**ON A/C ALL
PUSHER SYST FAIL (Caution Light)
A − Associated with incomplete Stall Test
or
B − With MS 4−457056 or MS 4−126263 or MS 4−125307 (V 710 Stall Protection Module)

Incorporated, Caution Light illuminates 30 s after landing.
2. RESET PROCEDURE
A.
− Repeat Stall Test to achieve pass.
B.
SPM 1 and SPM 2 CBs (Left Upper CB Panel −
F2 and F5) ..................................................................................................... Reset Simultaneously

If Caution Light goes out:
• The flight may depart, but check for illumination of the Caution Light after landing
Should the light re−appear:
• Phase of flight when caution light illuminated: on ground / after power−up / during taxi / flight / after
landing.
• Did the event occur on aircraft power−up?
• Did the event occur during a stall system test sequence?

EFFECTIVITY:
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**ON A/C ALL
ROLL SPLR INBD GND and ROLL SPLR OUTBD GND (Caution Lights)
− Associated with reversal of the FLIGHT / TAXI Switch from Flight to Taxi back to Flight
2. RESET PROCEDURE
FLIGHT / TAXI Switch ................................................................................................................ TAXI
FCS ECU 1 and 2 CBs (Left Lower CB Panel −

M3 and Right Lower CB Panel − L6) ........................................................... Reset Simultaneously
− Wait 90 s until self−test sequence is complete before moving flight controls.
Flight Controls .................................................................................................... Check / Full Travel

• When did the Caution Lights illuminate: during aircraft power−up / taxi / static on the ramp?
• Was the Caution Lights associated with movement of the FLIGHT / TAXI Switch?

EFFECTIVITY:
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**ON A/C ALL
YD NOT CENTERED (Message on Display)
− The YDAU is not engaged and not in the center position
− The YD will not move to the center position if there is a malfunction of the: FGM, YDAU or APAU−R
2. RESET PROCEDURE
Re−select YD ................................................................................................................................. On
− Wait 15 s
If message YD NOT CENTERED remains displayed:
A/P DIS Switch (on pilot or co−pilot control

column) .................................................................................................................... Press and Hold
YD AU CB (Upper Left CB Panel − E3) ................................................................................... Reset
IOM / IOP / FGM 1 and 2 CBs (Upper Left CB

Panel − F6 and F7) ........................................................................................ Reset Simultaneously
If the Message on Display remains:

• When did the fault illuminate: during aircraft power−up / climb / cruise / descent / taxi / static on the
ramp?
• Are there any other related flight compartment indications?

EFFECTIVITY:
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**ON A/C ALL
ABNORMAL FUEL TEMPERATURE
− Fuel temperature is deviating from a standard or typical normal value
2. RESET PROCEDURE
TANK AUX PUMP (affected side) ................................................................................................ ON
− Continue Flight
− Monitor fuel temperature and fuel pressure
If fuel temperature returns to normal:

TANK AUX PUMP (affected side) .............................................................................................. OFF
If abnormal fuel temperature persists:

• Provide temperature of # 1 ENG and # 2 ENG, fuel and oil
• What was the OAT?
• When did the fault occur: during aircraft power−up / start / taxi / climb / cruise / descent / taxi /
static on the ramp?
• With boost pumps selected, did the Fuel Temperature return to normal?
• Did the indicated temperature exceed 85°C?

EFFECTIVITY:
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**ON A/C ALL
PTU CNTRL FAIL (Advisory Light)
− With MS 4−126354 and (MS 4−901472 or MS 901473) Incorporated.
− Associated with automatic or manual selection of PTU without # 1 hydraulic system pressure.
2. RESET PROCEDURE
HYD PWR XFR CB (Right Lower CB Panel −

L8) .............................................................................................................................................. Reset
− Wait 5 s.
If Advisory Light remains on:

• Maintenance action is required before next flight
• Was the aircraft on ground or airborne when the PTU CNTRL FAIL Advisory Light illuminated?
• Was the PTU selected ON when the PTU CNTRL FAIL Advisory Light illuminated?
• What was the Flap position when the PTU CNTRL FAIL Advisory Light illuminated?
• What were the HYD # 1 & 2 system pressures?
• What was the # 1 HYD SOV (on the fire control panel) indication?

EFFECTIVITY:
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**ON A/C ALL
AVOIDANCE of HYDRAULIC FLUID TRANSFER
– Recommended method to apply and release Park Brake to avoid transfer of hydraulic fluid from
System 1 to System 2.
2. RESET PROCEDURE
System 1 and 2 Pressure ............................................................................................. 2900 psi MIN
Pedal Brakes ............................................................................................................................ Apply
PARK / EMERG BRAKE ....................................................................................... Apply or Release
Pedal Brakes ......................................................................................................................... Release
• − TBD −

EFFECTIVITY:
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**ON A/C ALL
DEICE PRESS (Caution Light)
The DEICE PRESS caution light comes on for the conditions that follow:
– One or more boot inflation or dwell pressure is not sensed by the Timer and Monitor Unit (TMU) in
4s
– Left or right de−ice manifold pressure less than 12.5 psig is sensed by the left or right low pressure
warning switch

EFFECTIVITY:
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2. RESET PROCEDURE
− During the following procedure watch for DEICE PRESS Caution Light.
1. Start both engines:
a. Make sure the AC generator toggle switches located on the AC control panel are set to
OFF.
b. Move the condition levers to the MIN 850 detent.
c. Move the power lever to the FI position detent.
d. Set the 2 PACK switches on the air conditioning panel to the AUTO position.
e. Set the BLEED 1 & BLEED 2 switches to the ON position & BLEED selector to the MAX
position.
f. Let the system stabilize for 3 min.
2. On the Co−Pilot side panel, make sure the 2 DEICE DUAL PRESS indicators show 18 + 1.5 / − 1
psig (if unequal pressure is indicated on the L & R sides check the BOOT AIR switch is in NORM
position).
3. On the ICE PROTECTION panel, make sure that the WING and TAIL lights (LED) are off.
4. Set the AIRFRAME MODE SELECT switch to the FAST position (move straight to FAST instead of
stopping in SLOW position):
a. On the ICE PROTECTION PANEL, make sure that the LED (6 sets) advisory lights come
on in sequence.
NOTE: The advisory lights will come on for 6 s each.
b. Make sure the correct light comes on in relation to the boot inflation sequence.
c. One complete cycle occurs in 63 ± 2.5 s
5. Set the AIRFRAME MODE SELECT switch to the OFF position.
6. Set the AIRFRAME MODE SELECT switch to the MANUAL position.
a. Set the AIRFRAME MANUAL SELECT switch to the 8 positions in sequence clockwise.
b. Hold the AIRFRAME MANUAL SELECT switch for 6 s at each location.
c. Make sure that each boot inflates in relation to the advisory lights on the ICE
d. PROTECTION panel.
e. Make sure that each boot deflates in less than 10 s
7. Set the AIRFRAME MODE SELECT switch to the OFF position.
8. Shut down the engines.
If the DEICE PRESS Caution Light does not come on, no maintenance procedure is necessary.
lf the DEICE PRESS Caution Light does come on:

EFFECTIVITY:
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• What was the SAT when the fault occurred?
static on the ramp?
• What is the de−ice pressure during the event? (LH + RH)
• Observe the Ice and Rain Protection Panel − Which Boot Pair is not inflating?
• Observe the Ice and Rain Protection Panel − Which Boot Pair is lagging or flickering during its
inflation sequence?

EFFECTIVITY:
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**ON A/C ALL
ENG ADPT HEAT 1 & 2 (Caution Lights)
− Fault occurs with engines running, AC power available.
− Following procedure can be performed only if the OAT is below 15°C (60°F).
− Ensure there is no direct sun light at fuselage thermostat locations (X 54.00) on either side.
2. RESET PROCEDURE
− Operate Engine Intake doors only when both DC & AC busses are powered.
ENGINE INTAKE Door Switchlights .................................................................................. CLOSED
DE−ICE CONT CB (Left Lower CB Panel − A7) ..................................................................... OPEN

DE−ICE CONT CB (Right Lower CB Panel −
S5) ............................................................................................................................................. OPEN
− Wait for 5 s and reset them toghether.
ENGINE INTAKE Door Switchlights ............................................................................... OPN / HTR

− Wait for 1 min.
If Caution Light goes out:

• No further action required
If Caution Light remains illuminated:
• Were the engines operating at the time of the fault?
• Was AC power available when the fault occurred?
• What was the intake door selected position when the fault occurred?
• Was the intake doors selected OPN before aircraft AC power was on line?

EFFECTIVITY:
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**ON A/C ALL
PROP DEICE (Caution Light)
− Associated with selection of PROP DEICE after unfeathering propellers
2. RESET PROCEDURE
PROP Selector ............................................................................................................. OFF then ON

PROP DEICE CONT CBs (Left Lower CB Panel
− L6 and Right Lower CB Panel − E5) ........................................................ Reset Simultaneously

• Was the event associated with selection of PROP DEICE after unfeathering propeller?
static on the ramp?
• Were there any AC Power problems associated with the fault?
• Observe AC GEN Voltage and Loads during the Prop Deice sequence − Are all 3 phases
powered? Are all 3 phases drawing load equally?

EFFECTIVITY:
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**ON A/C ALL
DU BAD CONF (Message on ED)
– Issue should have been corrected with V800 Retrofit MS 4−126360 and SB 84−34−78.
Note that the above SB has been superseded with V811 SB 84−34−87 (MS 4−126385) or SB
84−3488 (MS 4−126384).
– Confirm Aircraft Mod Status.
– Message appears after power−up of displays.
– The display is not receiving valid information from a configuration module or there is a difference in
the information between displays.
– Will generally come into view following a display POST (Power On Self Test).
2. RESET PROCEDURE
PFD 1 & 2, MFD 1 & 2 and ED .............................................................. Off then On (one at a time)
− Wait 30 s for self−test to complete on each individual display before selecting the next display On.
If message remains on:

• Is there a difference in display information shown?
• Is the AVIONICS caution light on?
• Did the message come on in any configuration other than POST?
– Check CDS for PRESENT and HISTORY fault codes.
– If the pirep has indicated that there was a difference in the information on the displays, investigate
the source of this difference.

EFFECTIVITY:
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**ON A/C ALL
ERRONEOUS ELEVATOR TRIM INDICATION
– Corrected by incorporation of:
SB 84−27−22 (Trim Indicator Improvement) PCI 4090 and SB 84−27−54 (New FCECU) PCI 4359
– Indicator does not show full travel in either the Nose Up or Nose Down direction.
2. RESET PROCEDURE
PITCH TRIM IND CB (Left Lower CB Panel −

F4) ...................................................................................................... Open, wait at least 2 s, Reset
NOTE: Elevator Trim indicator travels off−scale full ND (CB out) then returns on−scale between
NU and ND index marks (CB in).
ELEVATOR TRIM .................................................................................................................. Operate
– Operate ELEVATOR TRIM through full travel and check Elevator Trim Indicator for full
deflection Nose Up and Nose Down.
NOTE: Full Nose Up or Nose Down position is defined by assuming the NU and ND index marks
are shifted 1 arc width (needle width) toward the center of the indicator TO band.
When operating the elevator trim, holding the Elevator Trim Switch for more than 3 s will
cause the elevator trim in motion clicking audio tone to sound and the ELEVATOR TRIM
SHUTOFF switch PUSH OFF advisory lights to illuminate.
ELEVATOR TRIM .................................................................................................... Set As Required
If ELEVATOR TRIM indicator does not indicate full deflection in each direction:
• Does the Elevator Trim Indicator indicate full deflection in each direction: NU and ND?

EFFECTIVITY:
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**ON A/C ALL
ERRONEOUS FIRE BELL and FAILED # 2 ENGINE FUEL and HYD INDICATIONS
– This procedure applies to aircraft that are pre MS 4Q126205, SB 84−31− 12.
– Fire Bell sounds and # 2 Engine Fuel temperature and Hydraulic quantity show dashed lines after
reset of IOM / IOP / FGM 1
2. RESET PROCEDURE

− Wait 30 s for self test to complete.
If erroneous indications remain:

• Other erroneous flight compartment indications.
• Fault occurred − at any other time besides power−on

EFFECTIVITY:
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**ON A/C ALL
ERRONEOUS FUEL TRANSFER INDICATIONS
− FUEL system page incorrectly indicates a fuel transfer has been selected.
2. RESET PROCEDURE

− Wait 30 s for self test to complete.

• Fault occurred: during aircraft power−up / in flight / during taxi / static on the ramp.
• Were any fuel operations taking place during the event?

EFFECTIVITY:
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**ON A/C ALL
ERRONEOUS SAT INDICATIONS
− SAT differs from reported OAT by more than ± 2°C
− SAT discrepancies may exist due to ramp temperatures.
− Maximum OAT / SAT discrepancy is 7°C (DH8−400−SL−31−002)
2. RESET PROCEDURE
− Monitor SAT indication during taxi with # 1 engine operating and propeller selected out of feather.

• Event occurred: parked on ground / during taxi / take−off / cruise / descent.
• Actual OAT and SAT observed.

EFFECTIVITY:
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**ON A/C ALL
ERRONEOUS TAKE−OFF WARNING HORN
− Associated with Elevator Trim indication near the extreme ends of the take−off range.
2. RESET PROCEDURE
ELEVATOR TRIM ..................................................... Reset to ensure indication is fully within TO

range
FLAPS ............................................................................................................ 5°, 10° or 15° Set / Ind
Condition Levers ....................................................................................................................... MAX
FLIGHT / TAXI Switch ................................................................................................................ TAXI
− Confirm all spoilers fully retracted.
EMERG BRAKE ............................................................................................................................ Off

TO Warning ................................................................................................................................. Test
If Take−Off Warning Horn sounds:

• Carry out "Erroneous Elevator Trim Indication" reset procedure (ISE)
or
• Maintenance action is required prior to next flight (AOM)
EMERG BRAKE ............................................................................................................................ On
• When did the horn sound: during aircraft power−up / taxi / static on the ramp?
• Indicate the position of the elevator trim: in TO Trim range / Not in TO Trim Range / edge of TO
Trim range / TO Trim but Full NU / TO Trim but Full ND / Centre TO Trim.

EFFECTIVITY:
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**ON A/C ALL
PFD, MFD or ED Remain in SELF TEST MODE
− A green "T" shown continuously on display under low ambient light conditions
2. RESET PROCEDURE
− Point a flashlight at the light sensor along the bottom of the affected display (white circle)
− Wait 30 s for displays to complete the self test.
If display remains in self test mode:

• Fault occurred at any other time besides power−on

EFFECTIVITY:
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**ON A/C ALL
WEATHER RADAR DISPLAY FROZEN
− This procedure is for airplanes with ART 2000 Digital Weather Radar System.
− Weather radar data on MFD did not appear to update or respond to control panel inputs.
2. RESET PROCEDURE
− Position aircraft so as to ensure that no ground personnel, equipment, aircraft, vehicles or buildings
are in the radar scan area within 300 ft (100 m)
WX Radar .............................................................................................. OFF, Wait 20 s, then STBY

WX Radar ..................................................................................................................................... TST
− Confirm yellow WX TEST and STAB OFF mode messages are annunciated and weather radar test
pattern is displayed on the MFD.
WX Radar ...................................................................................................................................... ON
− Confirm WX ON mode is annunciated.

(A blue pattern may be displayed on the MFD, if the required 60 s warm−up period has not elapsed
before the system will transmit)
TILT .......................................................................................................................................... Adjust

− Adjust tilt to obtain targets (weather or ground) for display on the MFD.
− Confirm tilt angle display changes in response to inputs.
WX Radar .................................................................................................................................. STBY
If display data did not update or respond:


EFFECTIVITY:
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– Exposure to microwave radiation may cause serious bodily injury to personnel or ignite
combustible materials.
• Phase of operation during event: Aircraft static on ground (aircraft being powered by APU / BATT /
GPU) / after engine start / during taxi / take off / cruise / descent.
• EGPWS?
• Radar Mode Selected?
• Display was black / spooking / other (specify)

EFFECTIVITY:
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**ON A/C ALL
WTG 1 FAIL or WTG 2 FAIL or WTGS FAIL (Messages on ED)
− Associated with initial aircraft power−up
− This procedure applies to aircraft that are Pre MS 4Q126205. SB 84−31−12
2. RESET PROCEDURE
− Aircraft must be stationary
WTG 1 FAIL
IOM / IOP / FGM 1 CB (Upper Left CB Panel −
F7) .............................................................................................................................................. Reset
− Wait 30 s for self test sequences to complete
WTG 2 FAIL
IOM / IOP / FGM 2 CB (Upper Left CB Panel −
F6) .............................................................................................................................................. Reset
WTGS FAIL
If any message remains after reset:

• Fault occurred − at any other time besides power−on

EFFECTIVITY:
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**ON A/C ALL
NOSE STEERING (Caution Light)
This NOSE STEERING Caution Light comes on when the Steering Control Unit (SCU) senses a
malfunction that follows:
• SCU Built−In Test (BIT)
• Solenoid Shut−Off Valve (SOV) stays open
• Mode Select Valve (MSV) stays open
• SOV stays closed
• MSV stays closed
• Electro−Hydraulic Servo Valve (EHSV) does not go into the commanded position
• A difference is sensed between the 2 position feedback Rotary Variable Differential Transformers
(RVDTs) on the gearbox assembly
2. RESET PROCEDURE
− Aircraft must be stationary.
With aircraft System # 2 HYD power applied:

Steering Tiller ......................................................................................................................... Centre
Rudder Pedals ......................................................................................................... Centre / Neutral
STEERING Switch ........................................................................... Select OFF and then back ON
If the Caution Light does not illuminate the aircraft can continue further flight.
If the light illuminates:


EFFECTIVITY:
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– The NOSE STEERING Caution Light usually goes off when the STEERING toggle switch is not
set, but if the SOV or MSV stays open, the NOSE STEERING Caution Light stays on.
– The Caution Light may flicker momentarily during its power on BIT cycle.
• When did the fault occur: during aircraft power−up / start / taxi / shortly after touchdown / static on
the ramp?
• Was the aircraft in a tight turn when the caution light illuminated?

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**ON A/C ALL
AHRU FAILURE (During Initial Power−On)
During the initial power−on, a lack of synchronization between the CPU card and the sensor subset
during the power−on self test may result in the following warnings on the PFD:
• ATT FAIL
• HDG FAIL
• IVSI FAIL
2. RESET PROCEDURE
− Aircraft must be stationary.
For AHRS 1, on the Avionics CB Panel, open the 2 circuit breakers at the same time and then close:
AHRS 1 CBs (Left Upper CB Panel − A4 and
A9) .................................................................................................................. Reset Simultaneously
For AHRS 2, on the Avionics CB Panel, open the 2 circuit breakers at the same time and then close:
AHRS 2 CBs (Left Upper CB Panel − A3 and
A10) ................................................................................................................ Reset Simultaneously
− On the PFD, make sure the red ATT FAIL, HDG FAIL and IVSI FAIL flags come in view.
− On the PFD, make sure that the yellow ALIGNING indication is shown on the attitude indication and
on the AHRS Control Panel (AHCP), the ALIGN indicator switch comes on approximately 5 s after the
first CB is pushed in.
− On the PFDs, make sure the red ATT FAIL, HDG FAIL and IVSI FAIL flags go out after 25 ± 3 s.
− On the AHCPs and PFDs, make sure that the ALIGN indications go off.
− Make sure that the attitude, heading and IVSI indication are correct.

• Maintenance action is required before next flight.
• AHRU must be removed and sent for repairs.

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• Fault occurred − at any other time besides power−on.
• Phase of operation where fault occured: power−on / taxi / take−off / climb / turn.

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**ON A/C ALL
GHOST or MIRROR Images on ISI
– The Integrated Standby Instrument displays ghost or mirror images following initial application of
power to the aircraft after the aircraft has been cold−soaked.
2. RESET PROCEDURE
− Wait a minimum of 5 min for the ISI to warm up.
STBY ATT CB (Left Lower CB Panel − H1,

Battery Power) .......................................................................................................................... Reset
− Wait for the ALIGNING message to go out of view (approximately 90 s).
If ghost or mirror images remain on the ISI:

• Fault occurred: during aircraft power−up / static on the ramp.
• # of cycles that aircraft had operated that day.
• OAT
• Aircraft being powered by APU / BATT / GPU.

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**ON A/C ALL
GPWS I/F FAIL (Message on PFD)
− This procedure applies to aircraft that are pre MS 4−126103, SB 84−31−05.
− The message appears after power−up of displays.
2. RESET PROCEDURE
GPWS SYST CB (Left Upper CB Panel − A1) ......................................................................... Reset
GPWS ANN CB (Left Upper CB Panel − B1) ........................................................................... Reset
If the fault message does not illuminate:

• The aircraft can continue further the flight.
If the message remains on:

• When did the fault illuminate: during aircraft power−up / climb / cruise / descent / taxi / static on the
ramp?
• Are there any other related flight compartment indications?
• Does GPWS Test function?

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**ON A/C ALL
WX FAIL (Message on MFD)
− This procedure is for airplanes with ART 2000 Digital Weather Radar System.
− Message appeared during operation of weather radar.
2. RESET PROCEDURE
− Position aircraft so as to ensure that no ground personnel, equipment, aircraft, vehicles or buildings
are in the radar scan area within 300 ft (100 m).
WX Radar .............................................................................................. OFF, Wait 20 s, then STBY

WX Radar ..................................................................................................................................... TST
− Confirm yellow WX TEST and STAB OFF mode messages are annunciated and weather radar test
pattern is displayed on the MFD.
WX Radar ...................................................................................................................................... ON
− Confirm WX ON mode is annunciated.

(A blue pattern may be displayed on the MFD, if the required 60 s warm up period has not elapsed
before the system will transmit)
TILT .......................................................................................................................................... Adjust
− Adjust tilt to obtain targets (weather or ground) for display on the MFD.
− Confirm tilt angle display changes in response to inputs.
WX Radar .................................................................................................................................. STBY
If display data did not update or respond:


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– Exposure to microwave radiation may cause serious bodily injury to personnel or ignite
combustible materials.
• Aircraft static on ground (aircraft being powered by APU / BATT / GPU) / after engine start / during
taxi / take−off / cruise / descent.
• RADAR display is blank / spoking / other (specify)
• RADAR Mode Selected?

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**ON A/C ALL
CENTRAL DIAGNOSTIC SYSTEM (CDS)
– Procedure to retrieve faults logged by the Central Diagnostic System.
– Pilots can interrogate the CDS and reset certain faults under the guidance of maintenance, in
accordance with their approved maintenance program.
– Pre−Conditions:
Aircraft must be on the ground with all Circuit Breakers closed and IAS Indicator displaying less
than 50 kt.
If these conditions are not satisfied, interrogation of the CDS status display on the ARCDU is
automatically disabled.

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2. RESET PROCEDURE
− Open the aircraft Maintenance Panel located above the wardrobe compartment.
Refer to Figure 1:
MAINT DISC Switch ................................................. Confirm that the Switch is in the Down / Off
position
System Rotary Selector ............................................................................................................. OFF
CDS GND MAINT Switch ............................................................................................................... Up
− Confirm the CDS GND MAINT amber light illuminates.
Refer to Figure 2:
− Use either ARCDU 1 or 2 to access the CDS.

ARCDU ......................................................................................................................... Press MAINT
− The CDS main menu is shown as follows:

• AVIONICS
• OTHER SYSTEMS
• AVIONIC DATA
ARCDU .................................................................. Press corresponding line, Select key to

access desired Sub−Menu
− Repeat as required to get to the desired system faults page.
After obtaining fault data:

ARCDU .................................................................... Press PREV to return to the CDS Main Menu
ARCDU .................................................................................................................... Press DIM / RTN
− The ARCDU display returns to the normal Radio Tuning Page 1 / 2.
CDS GND MAINT Switch .......................................................................................................... Down

− Confirm the CDS GND MAINT light goes out.
− Close aircraft Maintenance Panel.

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• Observed CDS Faults
• Related Flight Compartment Indications

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Central Maintenance System (CMS)

Figure 101

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**ON A/C ALL
TRANSLATING DOOR DROPPING
– Operators have reported dropping of the translating Doors while closing them prior to flight.
– Once the Door has dropped, it needs to be reset by performing the steps outlined below, in a
specific sequence, so that the Door can be closed again.
– Procedure given here is for Aft Entry Door.
– The same procedure is applicable to Aft Service Door and Forward Baggage Door.
– The procedure calls for the use of the 11 mm (0.435 in) diameter Nose Door Ground Lock Pin
Assembly (PN: 80000042−061) or equivalently sized pin.
The pin is included with all aircraft at delivery as part of the flyaway kit.
NOTE: Forward Baggage Door is positioned higher off the ground when the aircraft is parked on the
ramp, an external ladder / stand is required to reset this Door.
– To confirm the Door is dropped move the Door slowly forward and verify that the Gust Lock Hook
and the Gust Lock Pin are not aligned and the Pin has shifted downwards (Figures 1 and 7).

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2. RESET PROCEDURES
DROPPED TRANSLATING DOOR − PROCEDURE

– With Door dropped, ensure that the Cam Interlock Assembly and Crank Assembly Latch are
apart and the Cam Follower is facing up (Figure 3).
– The External Door Handle should be in the CLOSED position (horizontal), with vent door open
(Figure 2).
NOTE: If the Door Handle is not in the closed position go to the CAM INTERLOCK − Reset
Procedure (thereafter).
1) Visually inspect the Cam Followers (Rollers) on both sides of door and the edge of the outer skin
on the door for any obvious damage.
2) Confirm Cam Assembly and Cam Follower (Roller) position (Figure 3).
NOTE: If the Cam Interlock is not in the proper position go to the CAM INTERLOCK − Reset
Procedure (thereafter).
3) Move the Door open forward until the Gust Lock Pin and Gust Lock Hook nearly touch (Figure 1).
4) Insert the Nose Door Ground Lock Pin Assembly (80000042−061 or equivalent) on a downward
angle (Figures 4 and 5).
This pin will temporarily disable the Gust Lock Hook.
5) Lift the Door, 65 lb (Figure 9). Raise the Door up 1 − 2 in and move slowly forward until the Pin
just touches the Gust Lock Hook.
In this position lower the Door so the Lock Pin Bracket hangs on the Gust Lock Hook (Figure 6). The
Pin should be just touching the Hook or have a slight gap.
– Correct position when Pin Bracket is resting on the Hook and Pin and Hook are touching
each other (Figure 6).
– Incorrect position when Pin Bracket is NOT resting on the Hook and Pin Bracket and Hook
are NOT touching each other (Figure 7).
CAUTION: A PERSON ON THE GROUND MUST STEADY THE DOOR WITH SLIGHT INBOARD
PRESSURE TO KEEP DOOR FROM SLIPPING OFF THE GUST LOCK HOOK. KEEP FINGERS
CLEAR OF THE HOOK / PIN AREA.
6) Grasp the Exterior Handle with two hands and rotate handle clockwise to the OPEN (vertical)
position (Figure 11). Some resistance is normal, but do not force handle.
− Cam Follower will push Cam Interlock Assembly out of the way to its proper position.
7) Engage the Door on its Gust Lock. Open Door fully (move Door forward).
8) Remove the Nose Door Ground Lock Pin Assembly (80000042−061).
9) Second person to move away from door.
10) Release and engage Gust Lock and check for normal Door movement. This will confirm that the
door has been reset and is not in a dropped condition.
The Cam Interlock Assembly and Cam Follower will be in the correct position (Figures 12 and 13).
11) Verify that Door maintains alignment and does not bounce.

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CAM INTERLOCK − PROCEDURE

1) If the Gust Lock will not engage with the Pin, it indicates that the weight of the door is still
supported by counter balance springs.
The internal Hook Assembly may not be properly engaged.
2) Hold the Cam Interlock Assembly outboard and rotate the Door Handle to CLOSED position
(Figure 2).
Ensure that the Cam Follower can move upwards, clockwise direction (Figure 13) to bring the
Door in proper dropped condition.
NOTE: Be careful while holding the Cam Interlock Assembly to avoid any injury to fingers.
• Repeat steps 1) to 11) to reset the Door correctly.
• N/A

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Translating Door Dropping − Procedure

Figure 101 (Sheet 1)

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**ON A/C ALL
# 1 PEC and # 2 PEC (Caution Lights)
− Associated with failed Overspeed Governor test.
2. RESET PROCEDURE
− Repeat Overspeed Governor test to achieve OSG TEST PASS.

• Did the event occur during an OSG test?
• If PEC light accompanied by Np overspeed?
• Was the CLA inadvertently moved to START & FEATHER?
Yes − System can only be reset on the ground after engine shutdown
No − Maintenance action is required prior to next flight.

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**ON A/C ALL
AUTOFEATHER FAILS to ARM on TAKE−OFF
− It is associated with incomplete autofeather test.
− The autofeather test will initiate whenever the AUTOFEATHER SELECT switchlight is on, with the
power levers at DISC and the condition levers at START & FEATHER or FUEL OFF.
The initiation conditions must then be maintained until a COMPLETE advisory is displayed, otherwise
the test will abort.
− If the test is inadvertently started by selecting the system ON for take−off prior to moving the
condition levers forward, the test could be aborted by a subsequent power lever movement prior to
completion.
The indications to the flight crew that the test was aborted and that the autofeather system will not arm
for take−off are:
• Short−term display of the A/F ABORT advisory on the Engine Display (ED).
• Suppression of the A/F SELECT advisory on the ED with the AUTOFEATHER SELECT switchlight
on (although the switchlight itself will still display).
− If the system is otherwise serviceable, a successful retest after an abort will restore the system to
normal operation.

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2. RESET PROCEDURE
− Clear active runway and PARK aircraft into wind.
AUTOFEATHER ............................................................................................................................ Off

Power Levers ............................................................................................................................. DISC
Condition Levers .............................................................................................. START & FEATHER
AUTOFEATHER ................................................................................................................... SELECT
− Wait for Autofeather test to indicate PASS for both propellers.
AUTOFEATHER ............................................................................................................................ Off

− When propellers have unfeathered:

AUTOFEATHER ................................................................................................................... SELECT
Power Levers .............................................................................................. Advance > 60% Torque
If Autofeather fails to arm:

• Did the event occur during an OSG test?
• Is this the first flight of the day?
If yes − daily A/F test performed static or with engines running?
• Was the electrical power interrupted or IOM / IOP CB reset when the A/F was selected?

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**ON A/C ALL
OVERSPEED GOVERNOR TEST
− Associated with failed Overspeed Governor test.
2. RESET PROCEDURE
− Position and PARK aircraft into wind.
Power Levers ............................................................................................................... FLIGHT IDLE

PROP OSPEED GOVERNOR Switch .......................................................................... Hold at TEST
− Wait for OSG TEST IN PROG message on ED
Power Levers ........................................................ Slowly advance until OSG TEST PASS

appears on ED
NOTE: Test must be completed within 60 s of OSG TEST IN PROG appearing on ED.
Power Levers ............................................................................................................... FLIGHT IDLE

PROP OSPEED GOVERNOR Switch ................................................................................... Release
If POWERPLANT and OSG TEST ABORT or OSG TEST FAIL messages appear on the ED:
− Repeat overspeed governor test to achieve OSG TEST PASS.
NOTE: If the overspeed governor test fails, the # 1 PEC or # 2 PEC caution light will come on in
addition to the OSG TEST FAIL message.
If POWERPLANT and OSG TEST FAIL messages appear again on the ED:

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• N/A

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**ON A/C ALL
FADEC (Fault Code)
– The maintenance procedure that follows is to clear the fault codes from the FADEC.
– The FADEC (Fault Code) procedure may only be used if preceded by the POWERPLANT (Fault
Message on ED) procedure contained in this manual.
– These procedures are applicable to the left side and right side.
– The procedures for the left side are given.
– The differences for the right side are identified.
2. RESET PROCEDURE
1. Move the POWER Lever of the engine to be cleared to the DISC detent.
2. Move the POWER Lever of the other engine to the FULL REVERSE position.
3. Move the CONDITION Lever of the engine to be cleared to MAX / 1020 detent.
4. Move the CONDITION Lever of the other engine to the FUEL OFF position.
5. On the ENGINE MAINTENANCE section of the Central Maintenance Panel, set MAINT DISC
to ON.
6. Push the RIG TRIM Switch for at least 5 s.
7. Set MAINT DISC to OFF.
8. Move both POWER Levers to the FLIGHT IDLE detent
9. Move both CONDITION Levers to the FUEL OFF position.
• N/A

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**ON A/C ALL
PEC (Fault Code)
– The maintenance procedure that follows is to clear the fault codes
– The PEC (Fault Code) procedure may only be used if preceded by the POWERPLANT (Fault
Message on ED) procedure contained in this manual.
2. RESET PROCEDURE
– Do a fault code clear as follows:

1. Set the 2 Power Levers to the DISC position
2. Set the applicable Condition Lever to the FUEL OFF position.
3. Set the opposite Condition Lever to the MIN / 850 position.
4. On the maintenance panel, set the MAINT DISC Switch to the MAINT DISC position.
5. Hold the RIG TRIM Switch in the RIG TRIM position for 15 s.
− On the caution panel, make sure the applicable PEC light comes on
6. Set the MAINT DISC Switch to the OFF position.
– Do an Operational Test of the Propeller Autofeather and Uptrim System

(Refer to AMM 61−20−00−710−801)
• N/A

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**ON A/C ALL
POWERPLANT (Fault Message on ED)
– A POWERPLANT Fault will be displayed when the sum of faults stored in the FADEC or PEC have
reached a ND (No Dispatch) level.
In some cases PEC and or FADEC fault codes can be generated by more than one possible root
cause.
– A ENG # 1, # 2 FADEC caution lamp indication is displayed if there are faults in the engine control
system.
These faults may indicate issues which could lead to power lever stagger or compressor stall
(surging).
– A # 1, # 2 FADEC FAIL lamp, indication is displayed if there are fault codes in the engine control
system that may indicate that the FADEC cannot control. The FADEC may automatically reduce
fuel flow or shut down the engine.
– It is upon the Pilot in Command and the operators maintenance organization to understand the
fault, troubleshoot the system, decide if an attempted reset procedure should be attempted. Decide
of a reset is sufficient to clear the fault and ultimately decide if the mission can proceed.

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2. RESET PROCEDURE
− Engines Not Running

− Open the Maintenance Panel above the wardrobe.
− Locate the CDS GND MAINT Switch and select it to ON (up).
− Move the two PLAs to the RATING detent.
− Move the two CLAs to FUEL OFF.
− Select the CDS GND MAINT Switch to OFF.
− Select MAINT DISC on the ENGINE MAINTENANCE section of the Central Maintenance Panel.
− Read the Fault Codes from the digital indication of the Engine Display as follows:
Display Position: Fault Source:
TQ Gage − ENG # 1 ENG # 1 − Ch A

NH Gage − ENG # 1 ENG # 1 − Ch B
TQ Gage − ENG # 2 ENG # 2 − Ch A
NH Gage − ENG # 2 ENG # 2 − Ch B
− Press MCL button on the ENGINE CONTROL panel to scroll to the next Fault Code.
− Make a record of the Fault Codes on the display and report your observations to Maintenance.
NOTE: Fault Codes will continue scrolling in a loop, i.e. upon returning to the last code for each
channel, the 1st code for that channel will display.
− Await further actions and direction from Maintenance.

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• Indicate phase of flight.
• Inform if Power Levers or Condition Levers were in motion when the fault occurs
• Indicate any other fault indications, caution lights or display messages
• Indicate any associated changes in engine parameters.
– Record this information in the Journey Log.
– Maintenance will make reference to the Fault Isolation Manual (PSM 1−84−23) in order to
determine if a fault code clear / reset is available for the recorded fault codes.
– If a reset is possible, Maintenance may require use of the following procedures: FADEC (Fault
Code) and PEC (Fault Code), see 77−01−01 and 77−02−01.

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**ON A/C ALL
ENGINE OIL PRESSURE FLUCTUATIONS
− Oil Pressure Fluctuating
2. RESET PROCEDURE
– Oil Pressure fluctuations of ± 1 psi at ground idle power and ± 2.5 psi at cruise power and
higher is permitted.
If observed fluctuation was outside of this range:

• Provide range of observed fluctuation
• # 1 ENG and / or # 2 ENG
static on the ramp?
• If in descent − did advancing the power level marginally return the Oil Temp to its normal
operational range?

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**ON A/C ALL
ENGINE OIL TEMPERATURE less than 65°C in ICING CONDITIONS
– The engine MOT limits for normal operation are 0 − 107°C (32 − 225°F).
– The exception to this is operating in icing conditions which requires a minimum of 55°C prior to
take−off and a minimum of 65°C within 3 min after take−off.
– In icing conditions, when the propeller de−icing switch is ON, the green band contracts and it
shows a temperature range of 65 − 107°C (149 − 225°F).
– The reason for this increased temperature requirement is that engine oil is used to heat the engine
inlet struts to prevent ice build−up.
2. RESET PROCEDURE
– It is not uncommon for the change in power settings on descent to cause a change in oil
temperature.
– If the temperature is slightly outside the range, the recommendation to the pilot is to increase
power (if the aircraft flight profile permits) to increase the temperature.
If observed fluctuation was outside of this range:

• Provide temperature of # 1 ENG and / or # 2 ENG, fuel and oil
static on the ramp?
• If in descent − did advancing the power level marginally return the Oil Temp to its normal
operational range?

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**ON A/C ALL
OIL COOLER DOOR ACTUATOR
– Frozen oil cooler door actuator on aircraft power−up.
– Oil Cooler Door Actuator inoperative during aircraft power−up.
2. RESET PROCEDURE
− Reset the power up logic within the door actuator:
ENG 1 OIL CLG (Left Lower CB Panel − L9) ............................................. Cycle OPEN / CLOSED
ENG 2 OIL CLG (Right Lower CB Panel − E9) ........................................... Cycle OPEN / CLOSED
• Issue has been linked to chip logic and an 8 V rise during initial power−up.
• Make sure oil temperature is less than 85°C.

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**ON A/C ALL
CONTINUOUS ILLUMINATION of ENGINE SELECT LIGHT (Fault Isolation)
− Illumination of the Engine SELECT light is an indication of a failed generator main line contactor.

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2. RESET PROCEDURE
− With both engines running, ensure the electrical system is in normal configuration.
NOTE: If SELECT Light illuminates after the start of the 1st engine, continue with the start
sequence of the 2nd engine and then accomplish the procedure below.
DC EXT PWR ............................................................................................................................... OFF
AC EXT PWR ............................................................................................................................... OFF
− Check # 1 and # 2 DC GEN Caution lights are not illuminated.
BUS FAULT RESET Switch ..................................................................................................... Reset
Engine SELECT Light remains illuminated:
Shutdown Procedure (below) ....................................................................................... Accomplish
− END −
Engine SELECT Light goes out:

# 1 DC GEN Switch ...................................................................................................... OFF then ON
Engine SELECT Light illuminates:
− END −
Engine SELECT Light does not illuminate:

# 2 DC GEN Switch ..................................................................................................... OFF then ON
Engine SELECT Light illuminates:
− END −
Engine SELECT Light does not illuminate: Aircraft is serviceable.

− END −
SHUTDOWN PROCEDURE (If Engine SELECT Light remains Illuminated):

MAIN, AUX and STBY Batteries ................................................................................................ OFF
Condition Levers .............................................................................................................. FUEL OFF
APU PWR .................................................................................................................................... OFF
− Carry out the remaining portions of Normal Shutdown procedure.

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– The failure is identified through the monitoring function in the Electrical Power Control Unit (EPCU).
– A failed line contactor will result in undue electrical load.
For example, if # 2 DC Starter / Generator contactor fails closed and engine # 2 is shutdown, the #
2 DC Starter / Generator will draw power from the remaining electrical sources, possibly driving
them into an overload condition.
– A failed line contactor would also result in its associated engine continuously cranking whenever
electrical power is applied to the aircraft, thus becoming a hazard to passengers and personnel, as
well as causing additional damage to the related components.
– It is thought that the monitoring function in the EPCU may trigger a nuisance SELECT light, if the
EPCU senses that the contactor has not moved into position within the prescribed time period.

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Supplemental Procedure Ground Reset Guide: Master

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SUPPLEMENTAL PROCEDURE GROUND

123 GARRATT BLVD, TORONTO, ONTARIO

Copyright © 2015 by Bombardier Inc.

ALL rights reserved. No part of this work may be reproduced or copied

The Bombardier logo and de Havilland are registered

Initial Issue: Oct 05/2015

TRANSMITTAL LETTER − INITIAL ISSUE

The SPGRG is only available in digital format on Navigator.

It is recommended this Transmittal letter be retained for record purposes.

PSM 1−84−34 − MASTER

Manual Change Request

Address: City: State/Province:

Postal Code / Zip: Country: *Telephone:

Mobile/Cell Phone: Fax Number: *E−Mail:

I would like to receive notification of actions on this request.

*Publication Name/Revision: *Media Type: *Chapter/Section/Subject/Task (or) Page Block/Page Number:

*Description of Change Request:

Reason for change:

Reference data provided: Yes No Description:

NOTE: Electronic submissions of MCRs are available on www.iflybombardier.com

* The asterisk indicates pages changed, added or deleted.

REV. ISSUE DATE INSERTED REV. ISSUE DATE INSERTED

BCSG: Bombardier Customer Service Group

REV. ISSUE DATE INSERTED REV. ISSUE DATE INSERTED

BCSG: Bombardier Customer Service Group

NOTES & REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

1. These procedures may only be used during ground operations;

3. If the procedure clears the nuisance indication, no further maintenance is required.

PSM 1−84−34 − MASTER

NOTES & REFERENCES

Not all reset procedures will include this sub−chapter.

PSM 1−84−34 − MASTER

The following is a list of the chapters contained in this manual.

Chapter Title Revision Revision Date

Note: Revision 0 = Initial Issue

PSM 1−84−34 − MASTER

CHAPTER 21 − AIR CONDITIONING and PRESSURIZATION

21−Contents 1 * Oct 05/2015

21−01−01 101 * Oct 05/2015

21−02−01 101 * Oct 05/2015

21−03−01 101 * Oct 05/2015

21−04−01 101 * Oct 05/2015

21−05−01 101 * Oct 05/2015

21−06−01 101 * Oct 05/2015

21−07−01 101 * Oct 05/2015

21−08−01 101 * Oct 05/2015

* The asterisk indicates pages changed, added or deleted.

23−Contents 1 * Oct 05/2015

23−01−01 101 * Oct 05/2015

23−02−01 101 * Oct 05/2015

23−03−01 101 * Oct 05/2015

23−04−01 101 * Oct 05/2015

* The asterisk indicates pages changed, added or deleted.

CHAPTER 24 − ELECTRICAL POWER

24−Contents 1 * Oct 05/2015

24−01−01 101 * Oct 05/2015

24−02−01 101 * Oct 05/2015

24−04−01 101 * Oct 05/2015

24−05−01 101 * Oct 05/2015

* The asterisk indicates pages changed, added or deleted.

CHAPTER 27 − FLIGHT CONTROLS

27−Contents 1 * Oct 05/2015

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