ATA 31-41-00 Engine Indication and Crew Alerting System (EICAS)

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01/27/16

Overview

The engine indicating and crew alerting system (EICAS) shows the different conditions of the engine and other aircraft systems. It also shows warning, caution, advisory, and status messages to the crew.

The primary function of the EICAS is to collect data from many different aircraft systems. It uses this data to supply necessary visual and aural data for the crew. The EICAS does the functions that follow:

Supplies an interface between the avionics systems and the aircraft systems
Shows the system-related function data to the flight crew
Shows the system warnings to the flight crew
Shows the system cautions to the flight crew
Gives the advisory and the status messages to the flight crew.

Note:
The EICAS gives data on what is shown on the display unit and where it is shown. Only general data is given in the EICAS. Data about the specific conditions and colors are given in the related sections of each system.

03/30/22

Data Concentrator Unit (DCU)

The data concentrator unit (DCU) and the remote data concentrator (RDC) operate in the real time. The DCU and the RDC receive, put together, and transmit data. This data includes analog, discrete, and ARINC 429 bus data.

The DCU has the functions that follow:

The DCU shows aircraft system data, to the flight crew, on the adaptive flight displays (AFDs).
The DCU supplies functions through interfaces with the digital flight data recorder (FDR), the maintenance diagnostic computer (MDC), and with systems that have an interface with EICAS.

The DCU also operates the lamp driver unit (LDU). The LDU transmits necessary signals to the flight compartment lamps and to the pushbutton annunciators (PBAs).

The DCU gives the radio interface unit (RIU) instructions to give aural warnings to the flight crew. These aural warnings can be tones or voices.

The DCU is installed in the right equipment rack. The DCU is installed in a mounting tray with two hold down clamps. A fan is installed in the mounting tray to supply cool air to the DCU to have a better reliability.

The DCU is a two-channel unit (channel A and channel B). It does crew alerting system (CAS) logic and puts data in sequence from many sensors and system units. The DCU collects data that is received from the sensors. This data is given to the flight crew as warning, caution, status, and advisory messages from the aircraft systems. This data also shows the condition of the systems on the synoptic pages. The DCU transmits data to the displays on ARINC 429 busses.

The DCU collects discrete, analog, and serial data from many aircraft systems. It puts this data into a sequence. The output data for several functions is put on a serial output bus. These functions include crew alerting, system indication, maintenance and diagnostics, and flight data acquisition. If a DCU receives the same bus input more than one time, one input is the primary input. The other input is the secondary input.

The DCU receives engine data from the LA-FADEC11, RA-FADEC-1, LB-FADEC-1, and RB-FADEC-1 ARINC 429 busses. The LA-FADEC-1 or the LB-FADEC-1 bus transmits the left engine data. The RA-FADEC-1 or the RB-FADEC-1 bus transmits the right engine data.

The DCU has an aural warning function. It does the aural warning functions that follow:

Starts and stops the warning
Sets the minimum time that the warning is on
Puts the warnings in a sequence (most important first).

The aural warning system clearly gives warnings of bad conditions. The DCU gives the priority of the aural warnings. The DCU channels give the command to the RIU channels to operate the aural warning. Each DCU channel tells its same side RIU channel to give the aural warning. The DCU channel A puts aural warnings in a sequence. The most important aural warnings are first. After channel A completes its sequence of aural warnings, channel B puts its aural warnings in the same type of sequence.

The aural warning function supplies:

Triple or single chimes
Aural warning tones
Voice alarms.

The RIU can give no more than two aural warnings at the same time. It can give the two most important aural warning tones, or the most important voice alarm and the most important aural warning tone. It cannot give two voice alarms at the same time. Each aural warning has a related minimum time that it will be heard as controlled by the RIU. The aural warning tones will be heard for this minimum time before another tone starts. This occurs even if the DCU sends a command of a new warning. The aural warnings stop when the conditions that set the aural warning are removed or when the crew stops the aural warning with the DCU A OFF/DCU B OFF PBAs of the AURAL WARNING control-panel.

The flight crew can stop the transmission of aural warning commands from one of the two or the two DCU channels (A or B). This is done with the selection of the DCU A OFF or DCU B OFF PBA of the AURAL WARNING control-panel. When these PBAs are pushed, the applicable DCU channel stops the transmission of aural warning commands to the RIU. When the two PBAs are pushed, no aural warnings can be heard. When one PBA is pushed, the channel not set off will give the aural warning function.

On the SYSTEMS TEST control-panel, the flight crew can do the test of the aural warning function. The test is for each DCU channel and its related same side RIU channel. The ANNUN A button and the ANNUN B button start the test of each channel function when pushed and held for a predetermined time. The aural warnings, other than for traffic alert and collision-avoidance system (TCAS) and terrain-avoidance warning system (TAWS) (which do not go to the DCU), occur in sequence. When the TCAS and TAWS related warnings occur, they override the aural warning that may be in operation at that time, but not the STALL aural warning. The STALL warning overrides all aural warnings.

The DCU puts together and transmits ARINC 717 data to the FDR at a rate of 256-words/sec. The DCU validates this flight data with feedback from the ARINC 717 serial input bus. The FDR sends this data back to the DCU after the FDR records the data. The two channels do the flight data acquisition function, but only DCU channel A transmits to and receives from the FDR.

The maintenance and diagnostics function of the DCU receives and immediately transmits maintenance data. The data goes from aircraft systems to the MDC. This includes ARINC 604 pass through. The DCU keeps the aircraft number code and the aircraft tail (ident) number from the MDC. Also, the DCU keeps the flight leg number. It uses data from the MDC to add an increment to the flight leg number.

The DCU has the CAS message logic. The data for the CAS message comes from the same side DCU channel first, then from the opposite side DCU channel.

03/30/22

Remote Data Concentrator (RDC)

The RDC is installed in the left equipment rack. The RDC is installed in a mounting tray with two hold down clamps. A fan is installed in the mounting tray to supply cool air to the RDC to have a better reliability. The RDC is the same in dimension and layout as the DCU.

The RDC is a dual-channel expansion unit of the DCU. It helps collect and put more sensor input signals in sequence. It does the necessary analog to digital conversion of data into a format that the DCU can read. This data is then transmitted to the DCU through the ARINC 429 busses. Channel A of the RDC transmits its data to channel A of the DCU. Channel B of the RDC transmits its data to channel B of the DCU.

01/28/16

System Operation

Operation and Displays

The EICAS display shows the data that follows:

Engine data
Aircraft systems data
Crew alerting system (CAS)
System synoptic pages
Summary page

The engine and aircraft systems data, and the CAS messages, show as a full EICAS display on the top half of an multi-function display (MFD). They can also show as a compressed EICAS display on the top half of the primary flight displays (PFDs) or MFDs. The synoptic pages show on the bottom half of an MFD. The summary page shows on the top half of the right MFD or on the bottom half of the PFDs or MFDs. If the left MFD fails, the engine indicating system (EIS) display automatically shows on the right MFD.

The pilot or the copilot can put the same side PFD and MFD together with the LEFT DISPLAYS or RIGHT DISPLAYS reversion switch on the reversion select panel (RSP). This shows a compressed PFD on the serviceable same side display area. The other same side display goes off. The compressed PFD display includes the usual PFD data and EICAS data. The engine indicating system (EIS) display is different from the standard EIS display. It has only an inter-turbine temperature (ITT) digital display in alternative to a digital and an analog displays.

The top part of the two compressed and the full EICAS displays is divided into three parts. The left area is the EIS area, the middle area is the control surface area, and the right area is the CAS message area.

The bottom half of the two MFD can show synoptic pages.

Engine Indication System Area

The EIS area has engine data and engine related annunciations and flags. The full-authority digital engine-control (FADEC) system and the DCU calculate the EIS display data.

The EIS area shows the important engine data that follows:

Engine Fan rpm

The engine fan rpm displays have an analog display and a digital display for each engine. These displays are at the top of the EIS area, and they have an N1 label. Engine fan rpm is shown as a percentage of maximum permitted rpm (100% at 10,156 RPM). The N1 data source is the FADEC system. The analog display that shows engine fan rpm for each of the two engines is an arc scale and a pointer.

When engine fan rpm is at 0%, the pointer is at the three o'clock position. It turns clockwise as rpm increases. At 100%, the scale is approximately at the eleven o'clock position. The scale maximum is at the twelve o'clock position, when the engine fan rpm is at 110%. The digital display that shows the engine fan rpm is above the three o'clock position.

In the EIS area, there are also the N1 command, the N1 reference and the N1 rating annunciations. The N1 command shows as a bug (with a cyan T symbol) in relation to the throttle lever position on the N1 arc scale. The N1 reference shows as a bug and as a digital indication in relation to the throttle rating. The N1 reference bug shows on the arc scale, in one of two possible shapes. It shows as a cyan O symbol (when the throttle rating is CRZ (cruise)) or as a cyan caret (when the throttle rating is APR (automatic power reserve)), TO (takeoff), CLB (climb), MCT (maximum continuous thrust), or REV (reverse thrust)). Bug shape is not shown for all the other conditions. The N1 reference digital-indication shows above the N1 rpm digital-indication. The N1 rating shows as APR, TO, CLB, CRZ, MCT, REV annunciation or no indication in relation to the thrust available for the current throttle notch.

Inter-Turbine Temperature

The ITT displays have an analog and a digital display for each engine. On the compressed PFD display, it shows only as a digital display. These displays are below the engine fan rpm displays in the EIS area. ITT is the temperature in Celsius between specified stages of the engine. The ITT data source is the FADEC system. The ITT analog display for each of the two engines is an arc scale and a pointer.

At 0 °C, the pointer is at the three o'clock position. It turns clockwise as temperature increases. The scale maximum is 1,010 °C. The digital ITT value shows above the three o'clock position.

Engine Turbine rpm

The engine turbine rpm is a digital display for each engine. The engine turbine rpm display has a N2 label. Engine fan rpm is shown as a percentage of maximum permitted rpm (100% at 28,100 rpm). Engine throttle controls the related engine turbine rpm. The N2 data source is the FADEC system.

The engine turbine rpm for the left engine shows below the left ITT arc. The engine turbine rpm for the right engine shows below the right ITT arc. On the compressed PFD display, the engine turbine rpm shows below the ITT digital display. The value can be more than 100%.

Oil Pressure

The oil pressure is a digital display of each engine that shows in psi. The oil pressure display has an OIL PRESS label. The left engine oil pressure shows below the left N2 display. The right engine oil pressure shows below the right N2 display.

Oil Temperature

The oil temperature is a digital display of each engine that shows in Celsius. The oil temperature display has an OIL TEMP label. The left engine oil temperature shows below the oil pressure display of the left engine. The oil temperature of the right engine shows below the right engine oil pressure display.

Fuel Flow

The fuel flow is a digital display for each engine that shows in pounds/hour (pph). The fuel flow display has an FF PPH label. The left engine fuel flow shows below the oil temperature display of the left engine. The right engine fuel flow shows below the oil temperature display of the right engine. The fuel flow data source is the FADEC system. Kilograms/hour (kph) is an optional fuel flow unit. When this unit is set, the display shows FF KPH.

APU rpm

The APU RPM is a digital display. APU RPM is a display of the APU rpm, measured as a percentage of the maximum permitted rpm (100% at 58,737 RPM).

The APU RPM legend goes out of view when the APU is off. The APU RPM is shown below the fuel flow display. The APU rpm data source is the APU electronic control unit (ECU).

APU EGT

The APU EGT is a digital display. APU EGT is the exhaust gas temperature in Celsius of the APU.

The APU EGT legend goes out of view when the APU is off. The APU EGT is shown below the APU rpm display. The APU EGT data source is the APU ECU.

Fuel Quantity

The fuel quantity display is a digital display. The fuel quantity display has a FUEL QTY LBS label. It shows below the APU EGT display. It shows the total fuel quantity and individual wing tank quantities in pounds (LBS). The total fuel quantity has a TOTAL label. The fuel quantity of each tank shows below the TOTAL display.

Kilograms (KGS) is an optional fuel quantity unit. When this unit is set, the display shows FUEL QTY KGS.

Engine Fire Flag

A FIRE flag shows when there is an engine fire condition. The engine FIRE flag shows in the N1 scale of that engine. If FIRE shows, and the N1 pointer is in the same area, FIRE shows on top of the N1 pointer.

Engine Vibration Flag

A VIB flag shows below the N1 display of an engine. It shows when the engine vibration-monitoring unit value is more than a set value.

Engine Ignition Annunciation

An engine IGN annunciation shows below the ITT display of an engine when the engine ignitor is on.

Engine Start Annunciation

An engine START annunciation shows vertically to the left of the N2 display for the left engine and to the right of the N2 display for the right engine when an engine start command is supplied.

Synchronization/Mach Hold Annunciation

A SYNC annunciation shows between the left and right N1 displays when the engine synchronization mode is set. A MACH HOLD annunciation shows between the left and right N1 displays when the Mach hold mode is set. The two annunciations do not show at the same time.

Thrust Reverser Annunciation

A REV annunciation shows in an engine N1 display when the thrust reverser of that engine is deployed.

Control Surface Area

The control surface area is in the middle of the top half of the EICAS display. The control surface area shows the data that follow:

Horizontal Stabilizer Trim Indication

The horizontal stabilizer trim indication shows at the top left of the control surface area. There is a pointer that moves vertically on a scale. Also, there is a digital display within the pointer. The horizontal stabilizer trim shows in trim units (in a range of 0 to 15 trim units). The top of the horizontal-stabilizer trim scale (NU) is 15 trim units. It shows that the aircraft is in the nose-up condition. The bottom of the horizontal-stabilizer trim scale (ND) is zero trim units. It shows that the aircraft is in the nose-down condition. On take-off, there is a take-off band (white rectangle) shown on the scale.

Aileron Trim Indication

The aileron trim indication shows at the top right of the control surface area. It has a linear pointer which simulates the movement of the wings. The scales to the left and right of the pointer have marks each 10 degrees to show the aileron position. When the pointer is in the horizontal position, it shows the 0 degree position. The aileron trim pointer has a display range from 20.0 degrees (LWD) thru -20.0 degrees (RWD). On take-off, there is a take-off band (white rectangle) shown on the scale.

Rudder Trim Indication

The rudder trim indication is below the aileron trim indication. It has a triangular pointer that moves horizontally on a scale. It shows the degrees of the rudder trim tab surface position. The scale has marks each 6.5 degrees. When the pointer is in the center position, it shows the 0 degree position. The rudder trim has a display range from 19.0 degrees (R) thru -19.0 degrees (L). On take-off, there is a take-off band (white rectangle) shown on the scale.

Landing Gear Indication

The landing gear indication is below the rudder trim indication. On the compressed PFD display, the landing gear indication shows at the top right of the control-surface display area. It shows the position of the nose gear, the left main gear, and the right main gear. It has three indicator boxes that indicates the condition of the gears and if the gear is down, up or in transition. The landing gear indication is removed from the display when the flaps and landing gear are fully retracted for more than 30 seconds, and that there are no failure conditions in the two systems.

Flap Indication

The flaps indication is to the left of the landing gear indication. On the compressed PFD display, it shows below the gear indication. It shows the flaps movement on an arc-shaped scale with a pointer. The scale has marks each 10 degrees. The three o’clock position is related to a flaps position of 0 degree (flaps full up). The six o’clock position is related to a flaps position of 30 degrees (flaps full down).

On the outer arc-shaped scale, there is a visual pointer to show the flap set position. There is a digital indication of the flaps degree position adjacent to the legend FLAPS. The flaps indication is removed from the display when the flaps and landing gear are fully retracted for more than 30 seconds, and that there are no failure conditions in the two systems.

Spoiler Indication

The spoilers indication is below the flaps indication and the landing gear indication. The two outboard displays show the left and the right multi-function spoilers (MFS) positions. The two inboard displays show the ground spoilers (GS) position.

The spoilers indication has a box (bottom of the scale), a limit line (top of the scale), and an arrow line to show the position of the spoilers. The arrows on the left MFS scales give the position of the left outboard and left inboard spoilers. The arrows on the right MFS scales give the position of the right outboard and right inboard spoilers. The bottom of the scale is related to the fully retracted position and the top of the scale is related to the fully extended position. The MFS has a display range from 0 degree thru 45 degrees. The scale has marks each 11.25 degrees. The GS has a display range from 0 degree thru 60 degrees. There is no marks on the scale for the GS. It only shows the GS in the fully retracted or fully deployed position.

On the compressed PFD display, the spoilers indication is only text and it shows below the stabilizer trim and rudder trim indications. GND SPLRS DEPLOYED shows when the ground spoilers are deployed. FLT SPLRS DEPLOYED shows when the multi-function spoilers are extended. GND SPLRS/FLT SPLRS show in grey. They show only when the ground spoilers/multi-function spoilers are deployed and go out of view 30 seconds after their retraction. The DEPLOYED indication shows only when the spoilers are deployed.

Oxygen Quantity

The oxygen quantity is a digital display that shows the oxygen quantity in liters.

Cabin Altitude

The cabin altitude (CAB ALT) is a digital display that shows below the spoilers indication. On the compressed PFD display, it shows below the fuel quantity display in the EIS area. It gives the cabin altitude in feet.

Cabin Rate

The cabin rate (CAB RATE) is a digital display that shows below the cabin altitude display. The CAB RATE display shows the rate that the aircraft increases or decreases altitude. This rate shows in feet/minute. It also shows an arrow that points up if the cabin increases its altitude. The arrow points down if the cabin decreases its altitude.

Cabin Differential Pressure

The cabin differential pressure is a digital display that shows the cabin pressure in psi.

Temperature

The temperature is a digital display that shows the temperature of the cabin in Celsius.

Landing Altitude

The landing altitude is a digital display that shows the altitude.

Crew Alerting System Message Area

Messages Level

The CAS shows system messages to the crew in one of four categories in the sequence of how important they are. That sequence is as follows:

Warning messages first
Then caution messages
Then advisory messages
Then status messages

The warning messages are the messages that require immediately the crew's attention. They are shown in red. The caution messages require immediately the crew's awareness. They are shown in amber. The advisory messages show to the crew a small problem or a decrease in system function. They are shown in cyan. The status messages show to the crew an usual aircraft configuration/performance that requires crew awareness. They are shown in white.

A newest warning message shows at the top of the warning messages. A newest caution message shows at the top of the caution messages. A newest advisory message shows at the top of the advisory messages. A newest status message shows at the top of the status messages.

WARNING/CAUTION Panels Interface

The master warning/caution PBAs are found on the WARNING/CAUTION panels which are part of the glareshield in the flight compartment. The top part of this PBA is a WARNING annunciator and it flashes red when a new CAS warning message is shown. The bottom part is a CAUTION annunciator and it flashes amber when a new CAS caution message is shown. When a new warning/caution message shows on the EICAS, the two master warning/caution PBAs operate with an aural warning. When the PBAs are pushed, or the condition that set the warning/caution is removed, the annunciator stops to flash and the aural warning stops.

Synoptic Pages

The flight crew shows the different synoptic pages on the lower half of an MFD. The A/ICE, ECS, ELEC, FLT, FUEL, HYD, and SUMRY buttons on the CCP show these pages. The cursor control switch on the CCP moves these pages to the left or the right MFD.

When another synoptic page button is pushed, a new page replaces the synoptic page. The FRMT button on the display control panel (DCP) shows the summary page on a compressed PFD. The SUMRY button on the CCP 1 or CCP 2 shows the summary page on the lower half of MFD 1 or MFD 2.

The A/ICE button shows the ANTI-ICE synoptic page. The ECS button shows the environmental control system synoptic page. The ELEC button shows the ELECTRICAL synoptic page. The FLT button shows the FLIGHT CONTROLS synoptic page. The FUEL button shows the FUEL synoptic page. The HYD button shows the HYDRAULIC synoptic page.

The data shown on all synoptic pages follows the same rules and color logic. When a symbol or text is in operation and its condition is correct, it usually shows in green. When the symbol or text is not in operation and its condition is correct, it usually shows in white. When the condition of a symbol or text is in a cautionary status, it usually shows in yellow. When the condition of a symbol or text is in a failure status, it usually shows in red. And when the condition of a symbol or text condition is not valid or not known, it usually shows in magenta.

The synoptic pages include:

Anti-Ice Synoptic Page

The ANTI-ICE synoptic display shows:

Anti-ice valve condition
Anti-ice flow duct condition
Left and right bleed air pressure (in psi).

Anti-ice valves show as a circular outline that has a flow duct that turns. Flow duct color, valve color, and valve position show the wing anti-ice system conditions.

ECS Synoptic Page

The ECS synoptic display shows:

Left and right bleed air pressure (in psi)
Cockpit and cabin actual temperature (in Celsius (°C))
Cockpit and cabin duct temperature (in Celsius)
Cockpit and cabin set temperature (in Celsius)
ECS control valve condition
ECS flow duct condition
Oxygen quantity (in liters (L))
Cabin altitude (in feet)
Cabin direction and rate (in feet per minute)
Cabin delta pressure (in psi)
Landing altitude (in feet).

The last five items of the list above show digitally in the top right corner of the ECS synoptic page. The flow duct colors, the valve colors, the valve positions, and digital values show ECS conditions.

Electrical Synoptic Page

The ELECTRICAL synoptic display shows:

Left and right batteries voltage (in volts (V)), temperature (in Celsius (°C)) and condition
External power voltage (in volts) and condition
Left/right engines and APU generators voltage (in volts), current (in amps (A)) and condition
Bus tie switch
Bus condition
Conductor condition.

The conductors color, bus color, battery color, and measurements show the electrical system conditions.

Note:
The data on the standby instrument battery is not shown on the synoptic page.

Flight Controls Synoptic Page

The FLIGHT CONTROLS synoptic display shows:

Left and right ailerons
Left and right elevators
Rudder
Left and right spoilers
Left and right flaps.

The left and right aileron displays have pointers. The pointers move up when the aileron moves up, and the pointers move down when the aileron moves down.

The left and right elevator displays have pointers. The pointers move up when the elevator moves up, and the pointers move down when the elevator moves down.

The rudder display is between the elevator displays. It shows the degrees of the rudder trim tab surface position.

The spoiler displays show the left and the right MFS positions. They also show the GS position. The spoiler displays in the synoptic page and in the control surface area are the same.

The flap displays show a digital indication of the angle that the left and right flaps are at.

The flight controls positions, colors, and values show the flight control system conditions.

Fuel Synoptic Page

The FUEL synoptic display shows:

Total fuel (in pounds or kilograms (LBS or KG))
Left wing and right wing fuel (in pounds or kilograms (LBS or KG))
Fuel used (in pounds or kilograms (LBS or KG))
Left and right fuel feed temperatures (in Celsius (°C))
Bulk fuel temperature (in Celsius)
Fuel line condition
Fuel shutoff valve (SOV) condition
Left and right fuel collector tanks
Left and right fuel primary ejectors condition
Left and right fuel scavenge ejectors condition
Left and right fuel pumps.

The duct color, valve color, valve position, and measurements show the fuel system conditions.

Hydraulic Synoptic Page

The HYDRAULIC synoptic display shows:

Left, right, and auxiliary hydraulic quantities (in % value), temperatures (in Celsius (°C)) and pressures (in psi)
Left, right, and auxiliary hydraulic pumps condition
Left and right hydraulic valves condition
Inboard and outboard brakes condition
Emergency brake pressure
Users of the hydraulic system and their condition.

The color, pump color, valve color, valve position, users color, and measurements show the hydraulic system conditions.

Summary Page

The SUMRY button on the CCP 1 or CCP 2 shows the summary page on MFD 1 or MFD 2. The FRMT button, on the DCP, can also show the summary page in the lower half of the compressed PFD. The summary page shows data from the ECS synoptic page, the ELECTRICAL synoptic page, and the HYDRAULIC synoptic page.

The SUMMARY page shows:

Oxygen quantity (in liters)
Cabin altitude (in feet)
Cabin rate (in feet per minute)
Cabin delta pressure (in psi)
Landing altitude (in feet)
Left and right bleed pressures (in psi)
Left, right and APU generator currents (in amps)
Left, right and APU generator voltages (in volts)
Left and right battery voltages (in volts)
Left and right battery temperatures (in Celsius)
Left, right, and auxiliary hydraulic pressures (in psi)
Left, right, and auxiliary hydraulic temperatures (in Celsius)
Left, right, and auxiliary hydraulic quantity (in % value)
Inboard brakes condition
Outboard brakes condition
Park/emergency brake condition
Hydraulic generator voltage (in volts)

EICAS Messages List

A list of EICAS messages is contained in the table that follows. The table gives the related conditions for each message which is supplied to the logic circuit of the DCU. This list is given in the sequence of ATA chapters. The priority level of each message is shown by their levels as follows:

Warning
Caution
Advisory
Status

EICAS MESSAGES	LEVEL	SIMPLIFIED LOGIC
CHAPTER 21
CABIN ALTITUDE	WARNING	Cabin altitude is more that the warning threshold
CABIN DELTA P	WARNING	Cabin ΔP is more than 9.2 psid or less than −0.3 psid
AIR COND TEMP FAIL	CAUTION	One of the two VENTS has failed while in automatic mode
AIR COND TEMP HIGH	CAUTION	An excessive air temperature has been sensed in the cabin or cockpit air distribution ducts
AUTO PRESS FAIL	CAUTION	The automatic pressurization modes have failed or no data is received from IAS controllers
CABIN ALTITUDE	CAUTION	Cabin altitude is more that the caution threshold
CABIN PRESS FAULT	CAUTION	The cabin altitude limitation function has failed on IAS controller No. 1 or No. 2
DITCHING NOT AVAIL	CAUTION	The DITCHING PBA on the PRESSURIZATION control panel is pushed and the pressurization system is in manual mode
EQPT RACK TEMP HIGH	CAUTION	The temperature in one of the two equipment racks is high
PACK FAIL	CAUTION	The TCV has failed or the two elements in the CTDS and PTDS have failed
PACK TEMP HIGH	CAUTION	An overheat has been sensed by the CTDS or PTDS
TRIM AIR FAIL	CAUTION	A HARSOV has failed or one of the DTS is out of range or send no data
AIR COND FAULT	ADVISORY	One of the two elements of the CDTS, PTDS, or PTS has failed
CABIN ALT WARN HIGH	ADVISORY	A high airport take-off or landing has been initiated and the pressurization system is in the automatic mode
EQPT RACK COOL FAULT	ADVISORY	A fault has been sensed in the avionics equipment rack cooling system
MANUAL PRESS FAIL	ADVISORY	The manual mode does not operate (on the ground only)
PACK COOL AIR FAIL	ADVISORY	The ram air regulating valve has failed
RAM AIR FAIL	ADVISORY	The position of the ram air valve does not agree with the RAM AIR selection made on the AIR COND/BLEED control panel
AIR COND MAN TEMP ON	STATUS	The MAN PBA on the AIR COND/BLEED control panel is pushed and the PBA light comes on
AIR SOURCE OFF	STATUS	The AIR SOURCE switch on the AIR COND/BLEED control panel is in the OFF position
DITCHING ON	STATUS	The DITCHING PBA on the PRESSURIZATION control panel is pushed and the pressurization system is in automatic mode
EMER DEPRESS ON	STATUS	The EMER DEPRESS PBA on the PRESSURIZATION control panel is pushed
MANUAL PRESS ON	STATUS	The MANUAL PBA on the PRESSURIZATION control panel is pushed and the system operates in manual mode
PACK ONLY	STATUS	The AIR SOURCE switch on the AIR COND/BLEED control panel is in the PACK ONLY position
RAM AIR ON	STATUS	The RAM AIR PBA on the AIR COND/BLEED control panel is pushed and the ram air valve is open
TRIM AIR ONLY	STATUS	The AIR SOURCE switch on the AIR COND/BLEED control panel is in the TRIM AIR ONLY position
CHAPTER 22
CONFIG AUTOPILOT	WARNING	Autopilot is engaged and the aircraft is in take-off configuration
AFCS MESSAGES FAIL	CAUTION	The AFCS has lost the function to show messages
AP HOLDING LWD	CAUTION	The autopilot holds left wing down control force
AP HOLDING NOSE DOWN	CAUTION	The autopilot holds nose down control force
AP HOLDING NOSE UP	CAUTION	The autopilot holds nose up control force
AP HOLDING RWD	CAUTION	The autopilot holds right wing down control force
AP STAB TRIM FAIL	CAUTION	The autopilot cannot make a trim correction to the horizontal stabilizer
FD MODE CHANGE	CAUTION	An inadvertent FD mode change has occurred
YAW DAMPER FAIL	CAUTION	Yaw damper has failed
FD 1 FAIL	ADVISORY	The flight director 1 has failed
FD 2 FAIL	ADVISORY	The flight director 2 has failed
YAW DAMPER OFF	STATUS	Yaw damper is set off (yaw damper not engaged)
CHAPTER 23
CVR FAIL	ADVISORY	The CVR has a fault
DATALINK CPDLC ATN	ADVISORY	A CPDLC message has been received and accompanied by a chime (Link 2000+ function) Replaces DATALINK CPDLC
DATALINK CPDLC FANS	ADVISORY	A new CPDLC message has been received or an uncommanded loss of CPDLC connection, accompanied by a chime (Post FANS)
DATALINK ACARS	ADVISORY	A DATALINK message has been received and accompanied by a chime if the message is in response to an outgoing request (DATALINK ACARS for Link 2000+ function)
SELCAL DATALINK	ADVISORY	A SELCAL code has been received on Datalink
SELCAL HF1	ADVISORY	A SELCAL code has been received on HF 1
SELCAL HF2	ADVISORY	A SELCAL code has been received on HF 2
SELCAL VHF1	ADVISORY	A SELCAL code has been received on VHF 1
SELCAL VHF2	ADVISORY	A SELCAL code has been received on VHF 2
SELCAL VHF3	ADVISORY	A SELCAL code has been received on VHF 3
DATALINK FANS FAIL	ADVISORY	The datalink CPDLC FANS functionality has failed
DATALINK FAIL	ADVISORY	The datalink functionality has failed
CHAPTER 24
L BATT OVERHEAT	WARNING	Left battery internal temperature is high
R BATT OVERHEAT	WARNING	Right battery internal temperature is high
ESSENTIAL POWER ONLY	WARNING	Both engines and APU driven generator are off line
APU GEN FAIL	CAUTION	The APU generator has failed
APU GEN OVERLOAD	CAUTION	The APU generator load is more than 500 amps
L BATT FAIL	CAUTION	The left battery has failed, or the battery contactor has failed, or the battery has been automatically disconnected for overheat protection
R BATT FAIL	CAUTION	The right battery has failed, or the battery contactor has failed, or the battery has been automatically disconnected for overheat protection
ELEC HYD GEN FAIL	CAUTION	HMDG is selected on, but the HMDG line contactor is not closed
ELEC HYD GEN ON	STATUS	The hydraulic generator line contactor is closed
ELECTRICAL FAULT	CAUTION	An electrical system failure has occurred that prevents the display of electrical indications
L ESS BUS FAIL	CAUTION	The left essential bus is not powered with a power source available
R ESS BUS FAIL	CAUTION	The right essential bus is not powered with a power source available
L GEN FAIL	CAUTION	The left generator has failed
R GEN FAIL	CAUTION	The right generator has failed
L GEN OVERLOAD	CAUTION	The left generator load is more than 500 amps
R GEN OVERLOAD	CAUTION	The right generator load is more than 500 amps
L MAIN BUS FAIL	CAUTION	The left MAIN bus is not powered with a power source available
R MAIN BUS FAIL	CAUTION	The right MAIN bus is not powered with a power source available
L AUX BUS FAIL	ADVISORY	The left auxiliary bus is not powered with a power source available
R AUX BUS FAIL	ADVISORY	The right auxiliary bus is not powered with a power source available
L AUX BUS OFF	ADVISORY	Left side of the electrical system is selected off
R AUX BUS OFF	ADVISORY	Right side of the electrical system is selected off
ELECTRICAL FAULT	ADVISORY	An electrical system fault has occurred that causes the loss of redundancy in the display of electrical indications
L ESS BUS OFF	ADVISORY	Left side of the ESS electrical system is selected off
R ESS BUS OFF	ADVISORY	Right side of the ESS electrical system is selected off
L MAIN BUS OFF	ADVISORY	Left side of the MAIN electrical system is selected off
R MAIN BUS OFF	ADVISORY	Right side of the MAIN electrical system is selected off
STBY INST BATT FAULT	ADVISORY	The MAINTENANCE TEST switch on the MAINTENANCE PANEL has been set to ISI BATT FAULT position
APU GEN OFF	STATUS	The APU generator has been set OFF
L BATT OFF	STATUS	The left battery has been set OFF
R BATT OFF	STATUS	The right battery has been set OFF
BUS TIE MAN OPEN	STATUS	The bus tie has been manually set open
L GEN OFF	STATUS	The left engine generator switch has been set OFF
R GEN OFF	STATUS	The right engine generator switch has been set OFF
STBY INST OFF	STATUS	The STBY INST PBA has been pushed
CHAPTER 25
ACARS MESSAGE	ADVISORY	An ARINC communications addressing and reporting system message has been received (SATCOM option or completion center installed item)
AFIS MESSAGE	ADVISORY	An airborne flight information system message has been received (SATCOM option or completion center installed item)
CABIN CALL	ADVISORY	A call has been made from the cabin (Completion center installed item)
FAX RECEIVED	ADVISORY	A fax has been received (Completion center installed item)
LAV CALL	ADVISORY	A call has been made from the lavatory (Completion center installed item)
ELT ON	STATUS	ELT transmits
CHAPTER 26
APU FIRE	WARNING	One of the fire detection loops on the APU has sensed a fire
CARGO SMOKE	WARNING	Smoke has been sensed in the cargo (baggage) area
L ENGINE FIRE	WARNING	One of fire detection loops on the left engine has sensed a fire
R ENGINE FIRE	WARNING	One of fire detection loops on the right engine has sensed a fire
GEAR BAY OVHT	WARNING	An overheat condition has been sensed in the MWW
APU FIRE DET FAIL	CAUTION	The APU fire detection system has failed
CARGO SMOKE DET FAIL	CAUTION	The baggage compartment smoke detection system has failed
L FIRE DET FAIL	CAUTION	The left engine fire detection system has failed
R FIRE DET FAIL	CAUTION	The right engine fire detection system has failed
FIRE SYS FAULT	CAUTION	The fire detection and extinguishing system has detected a fault
FIREX APU SQUIB FAIL	CAUTION	The APU fire extinguishing container squib on bottle No. 2 has failed (no low pressure indication)
GEAR BAY DET FAIL	CAUTION	The MWW overheat detection has failed
FIRE SYS FAULT	ADVISORY	The FIREX-CU has sensed a fault
FIREX BTL 1 FAULT	ADVISORY	The left container squib for the left or right engine has failed
FIREX BTL 2 FAULT	ADVISORY	The right container squib for the left or right engine has failed
FIREX BTL 1 LOW	ADVISORY	Fire extinguishing container No. 1 pressure is low
FIREX BTL 2 LOW	ADVISORY	Fire extinguishing container No. 2 pressure is low
FIRE SYS IN TEST	STATUS	The fire detection system is in pilot initiated test
FIRE SYS TEST OK	STATUS	The fire detection system test is satisfactory
CHAPTER 27
CONFIG AILERON TRIM	WARNING	Aircraft is on ground for 30 seconds and the aileron trim is not correctly configured for take-off
CONFIG FLAPS	WARNING	Aircraft is on ground and the flaps are not correctly configured for take-off
CONFIG RUDDER TRIM	WARNING	Aircraft is on ground for 30 seconds and the rudder trim is not correctly configured for take-off
CONFIG SPOILERS	WARNING	Aircraft is on ground and the spoilers are not correctly configured for take-off
CONFIG STAB TRIM	WARNING	Aircraft is on ground and the stabilizer trim is not correctly configured for take-off
PITCH DISCONNECT	WARNING	Pitch disconnect has occurred when the aircraft is in take-off configuration
ROLL DISCONNECT	WARNING	Roll disconnect has occurred when the aircraft is in take-off configuration
ELEVATOR SPLIT	CAUTION	The elevator has a split of more than 7.5 degrees
FLAPS FAIL	CAUTION	The FCU senses a malfunction in the flap system which can not be corrected in flight
FLAPS FAULT	CAUTION	The FCU senses a malfunction in the flap system which can be corrected in flight
FLAPS NORM PRESS LOW	CAUTION	The flaps normal hydraulic pressure is low
FLT SPOILERS DEPLOY	CAUTION	The flight spoilers are deployed below 500 ft (not on ground) and/or the throttles are above idle (not on ground)
FLT SPOILERS FAIL	CAUTION	The flight spoilers have failed
FLT SPOILERS FAULT	CAUTION	The inboard or outboard flight spoilers have failed
GND SPLRS NOT ARMED	CAUTION	The ground spoilers are not armed and not set OFF
GND SPOILERS FAIL	CAUTION	The ground spoilers have failed
MACH TRIM FAIL	CAUTION	The Mach trim has failed
PRI STAB TRIM FAIL	CAUTION	The primary channel of the stab trim has failed
ROLL SPOILERS FAIL	CAUTION	The roll assist function has failed
ROLL SPOILERS FAULT	CAUTION	The inboard or outboard roll spoilers have failed
ROLL SPOILERS OFF	CAUTION	The roll spoiler switch is set to OFF and the roll disconnect switch is not set to disconnect
RUDDER LIMITER FAIL	CAUTION	The rudder limiter has failed
SEC STAB TRIM FAIL	CAUTION	The secondary channel of the stab trim has failed
SPOILERS FAIL	CAUTION	The spoilers have failed
SPOILERS FAULT	CAUTION	One or more of the spoiler PCU panels have failed, or one or more of the ground spoilers is up prior to touchdown
STALL PROTECT FAIL	CAUTION	The SPC has sensed a fail condition
STALL PUSHER OFF	CAUTION	The MSW on one or the other control wheel has been pushed for longer than 10s
FLAPS FAULT	ADVISORY	There is a small malfunction in the flap system which does not stop the operation of the flaps
FLAPS RATE LOW	ADVISORY	The FCU controls the flap system at a lower speed than the nominal speed
RUDDER LIMITER FAULT	ADVISORY	A minor failure that causes the loss of redundancy has occurred in the rudder limiter system
SPOILERS FAULT	ADVISORY	A fault that causes the loss of redundancy has occurred in the spoiler system but does not affect spoiler operation
STAB TRIM FAULT	ADVISORY	The system has lost redundancy
STALL PROTECT FAULT	ADVISORY	The SPC has sensed a fault and has reverted to a default flap settings of 30 degrees
L STALL SHAKER FAIL	ADVISORY	The left stall shaker has failed
R STALL SHAKER FAIL	ADVISORY	The right stall shaker has failed
STALL WARN BASIC	ADVISORY	The SPC has incorrectly reverted to primary mode
GND SPOILERS OFF	STATUS	The ground spoilers are set OFF
PITCH DISCONNECT	STATUS	Pitch disconnect has occurred when the aircraft is not in take-off configuration
ROLL DISCONNECT	STATUS	Roll disconnect has occurred when the aircraft is not in take-off configuration
ROLL SPOILERS OFF	STATUS	The roll spoiler switch is set to OFF and the roll disconnect switch is set to disconnect
RUD LIMITER IN TEST	STATUS	The rudder travel limiter system does the manually started system test
SEC STAB TRIM ON	STATUS	The secondary channel of the horizontal stabilizer (pitch) trim system is selected and the secondary channel is operative
STAB TRIM OFF	STATUS	The STAB TRIM switch is set OFF
STALL PUSHER OFF	STATUS	The MSW on one or the other control wheel has been pushed for less than 10 seconds or the pusher has been inhibited by the STALL PUSHER PBA
CHAPTER 28
APU FUEL SOV FAIL	CAUTION	The SOV has failed to open/close in 5s or less of command signal
L ENG FUEL SOV FAIL	CAUTION	The left engine SOV has failed to open/close in 5s or less of command signal
R ENG FUEL SOV FAIL	CAUTION	The right engine SOV has failed to open/close in 5s or less of command signal
L FUEL COLLECTOR LOW	CAUTION	Quantity in the collector is less than 200 lb (90.72 kg) for a minimum of 10s with engine running
R FUEL COLLECTOR LOW	CAUTION	Quantity in the collector is less than 200 lb (90.72 kg) for a minimum of 10s with engine running
L FUEL EJECTOR FAIL	CAUTION	The outlet pressure of the ejector is low for a minimum of 5s with the engine running
R FUEL EJECTOR FAIL	CAUTION	The outlet pressure of the ejector is low for a minimum of 5s with the engine running
FUEL IMBALANCE	CAUTION	The wing fuel balance is out of the usual range
L FUEL PUMP FAIL	CAUTION	The left electric fuel pump has failed
R FUEL PUMP FAIL	CAUTION	The right electric fuel pump has failed
FUEL QUANTITY FAIL	CAUTION	The two channels of the fuel quantity conditioning unit have failed
FUEL QUANTITY LOW	CAUTION	The fuel quantity is 500 lb (226.80 kg) or less in one of the two wings, when the aircraft is in unaccelerated, level flight
WING FUEL TEMP LOW	CAUTION	The fuel temperature in the wing is low (−38.2 °C (−36.7 °F))
FUEL GRAV XFLOW FAIL	ADVISORY	The gravity-crossflow SOV is not opened/closed in 5s or less of command signal
L FUEL PUMP ON	ADVISORY	Left fuel pump is automatically turned ON
R FUEL PUMP ON	ADVISORY	Right fuel pump is automatically turned ON
FUEL QUANTITY FAULT	ADVISORY	The left or right channel has sensed a fault
FUEL XFER FAIL	ADVISORY	The wing-transfer SOV is not opened/closed in 5s or less of command signal
L ENG FUEL SOV CLSD	STATUS	The left engine SOV is closed
R ENG FUEL SOV CLSD	STATUS	The right engine SOV is closed
FUEL BALANCED	STATUS	The fuel is balanced within 100 lb with the fuel transfer valve open
FUEL GRAV XFLOW OPEN	STATUS	The wing fuel gravity crossflow valve is open
L FUEL PUMP OFF	STATUS	The left pump is OFF
R FUEL PUMP OFF	STATUS	The right pump is OFF
L FUEL PUMP ON	STATUS	The left pump is ON
R FUEL PUMP ON	STATUS	The right pump is ON
FUEL XFER OPEN	STATUS	The fuel transfer valve is open
CHAPTER 29
HYD PRESS LOW	WARNING	The left and right hydraulic pressures are low
AUX HYD TEMP HIGH	CAUTION	The auxiliary hydraulic system temperature is high
L HYD PRESS LOW	CAUTION	Left hydraulic system pressure is low
R HYD PRESS LOW	CAUTION	Right hydraulic system pressure is low
HYD PTU FAIL	CAUTION	The PTU does not operate when the left hydraulic system pressure is low
L HYD SOV FAIL	CAUTION	The left hydraulic SOV did not close when one of the following occurred:- The left ENG FIRE switch was pressed- The left hydraulic SOV switch was set CLOSED- The automatic overtemp closure was commanded
R HYD SOV FAIL	CAUTION	The right hydraulic SOV did not close when one of the following occurred:- The right ENG FIRE switch was pressed- The right hydraulic SOV switch was set CLOSED- The automatic overtemp closure was commanded
L HYD TEMP HIGH	CAUTION	Left hydraulic system temperature is high
R HYD TEMP HIGH	CAUTION	Right hydraulic system temperature is high
AUX HYD PUMP FAIL ON	ADVISORY	The auxiliary hydraulic pump is running continuously
AUX HYD SYS FAIL	ADVISORY	The auxiliary hydraulic pump does not operate
L HYD DC PUMP FAIL	ADVISORY	The left hydraulic DC pump does not pressurize the system
R HYD DC PUMP FAIL	ADVISORY	The right hydraulic DC pump does not pressurize the system
L HYD ENG PUMP FAIL	ADVISORY	The left hydraulic engine pump does not pressurize the system
R HYD ENG PUMP FAIL	ADVISORY	The right hydraulic engine pump does not pressurize the system
L HYD SOV CLOSED	ADVISORY	The left hydraulic SOV is closed because of an automatic system command
R HYD SOV CLOSED	ADVISORY	The right hydraulic SOV is closed because of an automatic system command
HYD PUMP NOT AUTO	STATUS	At least one HYDRAULIC PUMP (L, R, PTU or AUX) switch is not in the AUTO position
L HYD SOV CLOSED	STATUS	The left hydraulic SOV is closed because of a manual command
R HYD SOV CLOSED	STATUS	The right hydraulic SOV is closed because of a manual command
CHAPTER 30
L WING OVERHEAT	WARNING	A wing anti-ice overheat condition exists in the left wing
R WING OVERHEAT	WARNING	A wing anti-ice overheat condition exists in the right wing
L AOA VANE HEAT FAIL	CAUTION	The left AOA vane heater has failed
R AOA VANE HEAT FAIL	CAUTION	The right AOA vane heater has failed
L ENG ANTI-ICE FAIL	CAUTION	Bleed air pressure to the left nacelle is too low for effective anti-icing, or the electrically heated TT2 heater has failed when the L ENG PBA is ON
R ENG ANTI-ICE FAIL	CAUTION	Bleed air pressure to the right nacelle is too low for effective anti-icing, or the electrically heated TT2 heater has failed when the R ENG PBA is ON
ICE DETECTED	CAUTION	Ice has been sensed, and the engine and wing anti-ice systems are not set on
ICE DETECTOR FAIL	CAUTION	The two ice detectors have failed
L PITOT HEAT FAIL	CAUTION	Left pitot mast or base heater has failed
R PITOT HEAT FAIL	CAUTION	Right pitot mast or base heater has failed
L PROBE HEAT OFF	CAUTION	Left probe heat is off
R PROBE HEAT OFF	CAUTION	Right probe heat is off
STBY PITOT HEAT FAIL	CAUTION	Standby pitot heater has failed
L STBY STAT HT FAIL	CAUTION	The left standby static heater has failed
R STBY STAT HT FAIL	CAUTION	The right standby static heater has failed
L WINDOW HEAT FAIL	CAUTION	The left window heat has failed and the temperature is too low or too high
R WINDOW HEAT FAIL	CAUTION	The right window heat has failed and the temperature is too low or too high
L WING A/I LOW TEMP	CAUTION	A low temperature condition is sensed by the left leading-edge temperature sensor
R WING A/I LOW TEMP	CAUTION	A low temperature condition is sensed by the right leading-edge temperature sensor
L WING A/I PRESS HI	CAUTION	High pressure condition is sensed downstream the left HPV
R WING A/I PRESS HI	CAUTION	High pressure condition is sensed downstream the right HPV
L WING ANTI-ICE FAIL	CAUTION	A low temperature condition is sensed by the left leading-edge temperature sensor
R WING ANTI-ICE FAIL	CAUTION	A low temperature condition is sensed by the left leading-edge temperature sensor
WING ANTI-ICE FAULT	CAUTION	The two channels of the left or right leading-edge temperature sensor are failed
L WSHLD HEAT FAIL	CAUTION	The left windshield heat has failed and temperature is too low or to high
R WSHLD HEAT FAIL	CAUTION	The right windshield heat has failed and temperature is too low or to high
L AOA CASE HEAT FAIL	ADVISORY	The left AOA case heater has failed
R AOA CASE HEAT FAIL	ADVISORY	The right AOA case heater has failed
L ENG A/ICE FAIL ON	ADVISORY	The left cowl anti-ice valve is sensed defective or the left engine inlet temperature (TT2) sensor is sensed defective. Because one of these conditions occurs, the nacelle anti-ice system operates without being commanded to
R ENG A/ICE FAIL ON	ADVISORY	The right cowl anti-ice valve is sensed defective or the right engine inlet temperature (TT2) sensor is sensed defective. Because one of these conditions occurs, the nacelle anti-ice system operates without being commanded to
ICE DETECTED	ADVISORY	Ice has been sensed and the engine and wing anti-ice systems are set on
ICE DETECTOR FAULT	ADVISORY	One ice detector has failed
L PROBE HT CTLR FAIL	ADVISORY	The left probe heat controller has failed
R PROBE HT CTLR FAIL	ADVISORY	The right probe heat controller has failed
TAT HEAT FAIL	ADVISORY	The TAT probe heater has failed
WING ANTI-ICE FAULT	ADVISORY	An inboard or outboard leading-edge sensor is failed
WING SOURCE-XBLEED	ADVISORY	The CBV is in the fully opened position, the WING SOURCE switch is set to NORMAL and the anti-ice system is on
ENG ANTI-ICE ON	STATUS	The two ANTI-ICE ENG PBAs are set ON
L ENG ANTI-ICE ON	STATUS	The left ANTI-ICE ENG PBA is set ON
R ENG ANTI-ICE ON	STATUS	The right ANTI-ICE ENG PBA is set ON
PROBE HEAT TEST OK	STATUS	The pilot initiated probe heat test is satisfactory
WING ANTI-ICE ON	STATUS	The WING ANTI-ICE PBA is set ON
WING/ENG ANTI-ICE ON	STATUS	The wing and both engine anti-ice systems are ON
WING SOURCE-XBLEED	STATUS	The CBV is in the fully opened position, the WING SOURCE switch is not set to NORMAL and the anti-ice system is on
CHAPTER 31
EFIS COMPARATOR INOP	CAUTION	EFIS comparator is unable to compare one or more of the parameters that follow: altitude, airspeed, roll attitude, pitch attitude, heading, radio altitude, flight director, localizer or glideslope
EFIS MISCOMPARE	CAUTION	There is a mismatch between the same side and opposite side data
L ENG DSPL MISCOMP	CAUTION	There has been a mis-compare of engine related flight critical parameters
R ENG DSPL MISCOMP	CAUTION	There has been a mis-compare of engine related flight critical parameters
L IAPS FAIL	CAUTION	The DCU does not receive valid data from the left IOC or the PWR has stopped to operate
R IAPS FAIL	CAUTION	The DCU does not receive valid data from the right IOC or the PWR has stopped to operate
PFD X-TALK FAIL	CAUTION	Communication between the PFDs has failed
CAS MISCOMPARE	ADVISORY	There has been a miscompare of warning, caution, advisory, status or aural warnings for more than 20 seconds. All CAS messages will be shown and aural warnings heard
DCU FAN FAIL	ADVISORY	DCU fan has failed
DCU FAULT	ADVISORY	Channel A or B in the DCU has failed
FDR FAIL	ADVISORY	The FDR has failed
FDR FAULT	ADVISORY	The longitudinal, lateral or vertical accelerations parameters in the FDR are inoperative
IAPS FAN FAULT	ADVISORY	IAPS has detected a fan failure, over-temperature, or a temperature sensor failure
MFD X-TALK FAIL	ADVISORY	Communication between the MFDs has failed
RDC FAN FAIL	ADVISORY	RDC Fan has failed
RDC FAULT	ADVISORY	Channel A or B of the RDC has failed with no loss of functionality
AURAL WARN A MUTED	STATUS	The AURAL WARNING DCU A switch has been set
AURAL WARN B MUTED	STATUS	The AURAL WARNING DCU B switch has been set
CHAPTER 32
GEAR	WARNING	1. Accompanied with a non-mutable “GEAR” aural warning indicates a radar altitude of less than 500 ft and throttles below climb (CLB) or flaps at 30 with any gear not down.2. Accompanied with the radar altitude failed and a mutable “GEAR” aural warning indicates the following:- Any gear is not down and- an altitude of less than 15 000, throttles below climb (CLB) with- IAS below 170 kts and flaps at 0 degree or- IAS below 160 kts and flaps at 10 degrees or- IAS below 155 kts and flaps at 20 degrees.
NORM BRAKES FAIL	WARNING	All normal brakes have failed
PARK/EMER BRAKE ON	WARNING	The PARK/EMER BRAKE is engaged while in take-off configuration
CPLT BRAKE FAULT	CAUTION	One or more of the copilot brake pedal sensors (LVDTs) has failed
GEAR DISAGREE	CAUTION	This indicates that the gear position and the landing gear control handle position do not match
GEAR SYS FAIL	CAUTION	This indicates a complete failure of the gear control or the loss of the ARINC 429 signal from the two channels
L INBD BRAKE FAIL	CAUTION	The left inboard system brake has failed
R INBD BRAKE FAIL	CAUTION	The right inboard system brake has failed
INBD BRAKE PRESS LO	CAUTION	The inboard brake accumulator pressure is low
INBD BRAKES FAIL	CAUTION	The two inboard system brakes have failed
NOSE GEAR DOOR	CAUTION	At least one of the nose gear doors are not closed and the nose gear is up
NWS FAIL	CAUTION	The nose wheel steering system has failed
NWS LIMIT EXCEEDED	CAUTION	The nose wheel steering turning limit has been exceeded
L OUTBD BRAKE FAIL	CAUTION	The left outboard system brake has failed
R OUTBD BRAKE FAIL	CAUTION	The right outboard system brake has failed
OUTBD BRAKE PRESS LO	CAUTION	The outboard brake accumulator pressure is low
OUTBD BRAKES FAIL	CAUTION	The two outboard system brakes have failed
PARK/EMER BRAKE ON	CAUTION	Park brake pressure is sensed with WOFW. Do not cycle handle more than one time
PK/EMER BRK PRESS LO	CAUTION	The inboard brake accumulator pressure is too low for full PARK/EMER brake performance
PLT BRAKE FAULT	CAUTION	One or more of the pilot brake pedal sensors (LVDTs) has failed
WOW FAIL	CAUTION	One or more of the following conditions exist:- Failures have been sensed in two or more WOW sensors- Disagreement or hardware failure or one or more WOW outputs associated with a critical function
BRAKE FAULT	ADVISORY	One or both pairs (inboard and/or outboard) of the brake pressure transducers has failed
NWS FAULT	ADVISORY	The nose wheel steering selector valve is open
PROX SYS FAULT	ADVISORY	This indicates a failure in the proximity sensor channel or the loss of the signal from one of the channels
NWS OFF	STATUS	The nose wheel steering PBA is set off
PARK/EMER BRAKE ON	STATUS	Park brake pressure is sensed while on the ground
CHAPTER 33
EMER LIGHTS OFF	CAUTION	Emergency lights are set to off
EMER LIGHTS ON	CAUTION	Emergency lights are set to on
CHAPTER 34
AIR DATA 1 FAULT	CAUTION	AOA input to the ADC 1 has failed
AIR DATA 2 FAULT	CAUTION	AOA input to the ADC 2 has failed
XPDR 1 FAIL	CAUTION	XPDR 1 (TSS) is failed
XPDR 2 FAIL	CAUTION	XPDR 2 (TDR) is failed
TAWS BASIC FAIL	ADVISORY	Some or all of the basic modes (Mode 1 thru 7) of the TAWS have failed
TAWS SYSTEM FAIL	ADVISORY	TAWS has failed
TAWS TERR FAIL	ADVISORY	The terrain function of the TAWS has failed
TAWS TERR NOT AVAIL	ADVISORY	The TAWS terrain data base has no data for the current location
TAWS WINDSHEAR FAIL	ADVISORY	The windshear function of the TAWS has failed
TSS FAN FAIL	ADVISORY	The traffic surveillance system and transponder unit fan has failed
XPDR 1 FAIL	ADVISORY	For aircraft with TSS installation: Transponder 1 is inoperative
XPDR 2 FAIL	ADVISORY	For aircraft with TSS installation: Transponder 2 is inoperative
IRS 1 IN ATT	STATUS	IRU 1 is in Attitude mode
IRS 2 IN ATT	STATUS	IRU 2 is in Attitude mode
TAWS FLAPS OFF	STATUS	The flap warning function of the TAWS has been set OFF
TAWS GS WARN OFF	STATUS	The glideslope warning function of the TAWS has been set to OFF
TAWS TERR OFF	STATUS	The terrain warning function of the TAWS has been set to OFF
XPDRS IN STBY	STATUS	Both Transponders are in Standby mode
CHAPTER 35
OXYGEN QUANTITY LOW	CAUTION	The oxygen quantity is at the minimum level required for aircraft dispatch
OXYGEN VALVE CLOSED	CAUTION	The oxygen cylinder shutoff-valves (SOVs) are closed
PAX OXYGEN AUTO FAIL	CAUTION	An error occurred in the AUTO mode when cabin altitude is more than 15 000 ft
PAX OXYGEN OFF	STATUS	The rotary switch on the OXYGEN control-panel is set to OFF
PAX OXYGEN ON	STATUS	Oxygen supply pressure is on and aircraft is on ground. Or oxygen supply pressure is on with aircraft in flight and passenger masks are deployed
CHAPTER 36
L BLEED LEAK	WARNING	A leak has been sensed in the bleed air ducts downstream of the bleed valve
R BLEED LEAK	WARNING	A leak has been sensed in the bleed air ducts downstream of the bleed valve
PACK LEAK	WARNING	A leak has been sensed in the air conditioning pack ducts
L PYLON BLEED LEAK	WARNING	A leak has been sensed in the engine pylon
R PYLON BLEED LEAK	WARNING	A leak has been sensed in the engine pylon
TRIM AIR LEAK	WARNING	A leak has been sensed in the bleed air ducts downstream of the right flow control valve, up the precooler crossover valve and up the trim air check valve
WING ANTI-ICE LEAK	WARNING	A leak detection sensor along the ducts for the wing anti-ice system has sensed a leak
L BLEED FAIL	CAUTION	Flow control valve from the left engine has failed in the not full closed position
R BLEED FAIL	CAUTION	Flow control valve from the right engine has failed in the not full closed position
L BLEED LOOP FAIL	CAUTION	A failure (open or short circuit) has been detected in the bleed leak detection system
R BLEED LOOP FAIL	CAUTION	A failure (open or short circuit) has been detected in the bleed leak detection system
PACK LOOP FAIL	CAUTION	The two the bleed leak detection loops in the pack inlet ducts have failed
TRIM AIR LOOP FAIL	CAUTION	The bleed leak detection loops around the trim air ducts have failed
XBLEED FAIL	CAUTION	The crossbleed valve has failed
L BLEED FAULT	ADVISORY	Left bleed pressure sensor supplies no signal/out of range signal to the IAS controller, or the left flow control valve is indicating not full closed/ full closed and the L BLEED FAIL caution message is not shown
R BLEED FAULT	ADVISORY	Right bleed pressure sensor supplies no signal/out of range signal to the IAS controller, or the right flow control valve is indicating not full closed/full closed and the R BLEED FAIL caution message is not shown, or the IAS controller has failures
L PYLON LOOP FAIL	ADVISORY	The two bleed leak detection loops in the left pylon have failed
R PYLON LOOP FAIL	ADVISORY	The two bleed leak detection loops in the right pylon have failed
BLEED LOOP FAULT	ADVISORY	A fault has been sensed in the bleed leak detection loop system and redundancy is lost
WING A/ICE LOOP FAIL	ADVISORY	The two wing anti-ice lead detection loops have failed
BLEED OFF	STATUS	The L, R and APU BLEEDs are off
XBLEED OPEN	STATUS	The XBLEED PBA is pushed
CHAPTER 49
APU OVERTEMP	WARNING	APU EGT overtemperature (718 °C (1325 °F)) has been sensed
APU BLEED ALT LIMIT	CAUTION	APU bleed air is commanded above 20 000 ft or the LCV has moved due to an excessive EGT
APU OIL PRESS LOW	CAUTION	APU oil pressure is less than 26 psi (179.4 kPa)
APU OIL TEMP HIGH	CAUTION	APU oil temperature is more than 163 °C (325 °F) for 10 seconds
APU OVERSPEED	CAUTION	APU overspeed shutdown has occurred for an overspeed condition (APU speed is more than 63 436 rpm (17 600 Hz) equivalent to 106% of the nominal speed)
APU STARTER FAIL ON	CAUTION	Power is supplied to the APU starter when not commanded by the ECU
APU FAULT	ADVISORY	A fault is sensed in the APU system. One or more of the following has occurred:- A fault prevents a start attempt- The LCV has failed to close or open- The APU fuel solenoid has failed to close- Reversed flow has been sensed
APU SHUTDOWN	ADVISORY	The APU ECU has shutdown the APU for protective reasons
CHAPTER 52
AFT EQPT BAY DOOR	CAUTION	The aft equipment-compartment door is not closed
BATTERY BAY DOOR	CAUTION	The battery access door is not closed
CARGO DOOR	CAUTION	The baggage door is not closed
EMERGENCY EXIT	CAUTION	The over-wing emergency exit is not closed
PASSENGER DOOR	CAUTION	One or more of the locking pins in the passenger door may not be fully engaged
CARGO DOOR	STATUS	The baggage door is not closed and/or not locked with the aircraft on the ground and the left engine not running
PASSENGER DOOR	STATUS	The passenger door is unsafe, unlocked or the door handle is not stowed while on the ground and both engines not running
CHAPTER 73
ENGINES FUEL BYPASS	CAUTION	The two engines fuel filters are impending bypass
L FUEL PRESSURE LOW	CAUTION	The engine fuel pressure is low
R FUEL PRESSURE LOW	CAUTION	The engine fuel pressure is low
L ENG FUEL TEMP LOW	ADVISORY	The fuel temperature in the left engine filter is low
R ENG FUEL TEMP LOW	ADVISORY	The fuel temperature in the right engine filter is low
L ENGINE FUEL BYPASS	ADVISORY	The left engine fuel filter is impending bypass
R ENGINE FUEL BYPASS	ADVISORY	The right engine fuel filter is impending bypass
CHAPTER 76
L ENGINE FLAMEOUT	CAUTION	A left engine flameout occurred
R ENGINE FLAMEOUT	CAUTION	A right engine flameout occurred
L FADEC FAIL	CAUTION	A major failure has occurred in both channels of the left FADEC
R FADEC FAIL	CAUTION	A major failure has occurred in both channels of the right FADEC
DOWNLOAD FADEC	ADVISORY	The FADEC maintenance data must be downloaded. This message should only be present on the ground, with the engine not running
L ENGINE FAULT	ADVISORY	The left engine control system has a malfunction which could prevent a take-off after the subsequent landing
R ENGINE FAULT	ADVISORY	The right engine control system has a malfunction which could prevent a take-off after the subsequent landing
L ENGINE MINOR FAULT	ADVISORY	The left FADEC has an internal malfunction, changes to a secondary sensor or signal, or there is a loss of redundancy
R ENGINE MINOR FAULT	ADVISORY	The right FADEC has an internal malfunction, changes to a secondary sensor or signal, or there is a loss of redundancy
ENG MACH HOLD FAIL	ADVISORY	Engine Mach hold function is not available
ENGINE SYNC FAIL	ADVISORY	Engine SYNC function is not available
L ENG THRUST FAULT	ADVISORY	The left engine/aircraft control system has a malfunction which causes small changes to the engine thrust
R ENG THRUST FAULT	ADVISORY	The right engine/aircraft control system has a malfunction which causes small changes to the engine thrust
AUTO APR OFF	STATUS	The AUTO APR switch has been set OFF
L ENGINE SHUTDOWN	STATUS	Indicates that the engine is shutdown with the RUN switch OFF or the left FIRE switch pushed.
R ENGINE SHUTDOWN	STATUS	Indicates that the engine is shutdown with the RUN switch OFF or the right FIRE switch pushed.
CHAPTER 77
L ENGINE EXCEEDANCE	WARNING	The left engine has exceeded a speed or temperature limit
R ENGINE EXCEEDANCE	WARNING	The right engine has exceeded a speed or temperature limit
L ENGINE VIBRATION	CAUTION	A higher than usual level of vibration has been sensed in the left engine
R ENGINE VIBRATION	CAUTION	A higher than usual level of vibration has been sensed in the right engine
L ENG VIBRATION FAIL	ADVISORY	All sources of left engine vibration measurement have been sensed as faulted
R ENG VIBRATION FAIL	ADVISORY	All sources of right engine vibration measurement have been sensed as faulted
CHAPTER 78
L REVERSER UNSAFE	WARNING	The left thrust reverser is not in a safe condition
R REVERSER UNSAFE	WARNING	The right thrust reverser is not in a safe condition
L REVERSER FAIL	CAUTION	The left thrust reverser has failed
R REVERSER FAIL	CAUTION	The right thrust reverser has failed
L REVERSER INOP	STATUS	The left thrust reverser is inoperative and is mechanically locked, hydraulically and electrically isolated
R REVERSER INOP	STATUS	The right thrust reverser is inoperative and is mechanically locked, hydraulically and electrically isolated
CHAPTER 79
L ENG OIL PRESS LOW	WARNING	The left engine oil pressure is low when in operation
R ENG OIL PRESS LOW	WARNING	The right engine oil pressure is low when in operation
L ENG OIL PRESS HIGH	CAUTION	The left engine oil pressure is high
R ENG OIL PRESS HIGH	CAUTION	The right engine oil pressure is high
L ENG OIL TEMP HIGH	CAUTION	The left engine oil temperature is high
R ENG OIL TEMP HIGH	CAUTION	The right engine oil temperature is high
L ENGINE OIL BYPASS	ADVISORY	The left engine oil filter is impending bypass
R ENGINE OIL BYPASS	ADVISORY	The right engine oil filter is impending bypass
L ENGINE OIL CHIP	ADVISORY	Metal debris have been sensed in the left engine lubrication system
R ENGINE OIL CHIP	ADVISORY	Metal debris have been sensed in the right engine lubrication system
CHAPTER 80
L START ABORTED	CAUTION	The ground engine start on the left engine has been aborted
R START ABORTED	CAUTION	The ground engine start on the right engine has been aborted
L STARTER FAIL	CAUTION	The left engine starter has failed
R STARTER FAIL	CAUTION	The right engine starter has failed
L STARTER FAIL ON	CAUTION	The left engine start has failed ON
R STARTER FAIL ON	CAUTION	The right engine start has failed ON
L ENG IGN FAULT	ADVISORY	The left engine ignition system has a loss of redundancy
R ENG IGN FAULT	ADVISORY	The right engine ignition system has a loss of redundancy

01/28/16

Control and Display

The warnings, cautions, advisories, and status messages from the crew alert system usually show on the top half of the pilot MFD.

The left MFD can show 25 CAS messages. If there are more than 25 messages, the data of the line 25 is replaced by a text box. The text box shows the page number and the total number of pages of messages (PAGE XX/YY). The text box is the color of the subsequent message on the subsequent page. For the last page, the text box is the color of the last message.

The compressed page can show 11 CAS messages. If there are more than 11 messages, the data of the line 11 is replaced by a text box. The text box shows the page number and the total number of pages of messages (PAGE XX/YY). The text in the box is the color of the subsequent message on the subsequent page. But on the last page, the color is the color of the last message.

A red or white "X" can show in the CAS message display area. When the MFD does not sense CAS data from DCU or when the data is invalid, it shows a red "X” across the CAS area. If a compressed PFD senses an MFD that shows a full size CAS message display with 25 lines, the short CAS list will be removed from the compressed PFD and be replaced by a white "X". CCP 1 or CCP 2 CAS push button has no effect when a red or a white "X" shows across the CAS message area on the on-side displays.

The CAS list initially shows when the power goes on or as a result of a reversion switch. When the CAS list initially shows, the first page of the CAS message list shows on all CAS displays.

When the CAS push button on the CCP 1 or CCP 2 is pushed, it shows the subsequent page of CAS messages on MFD 1 or MFD 2. Each push will show the subsequent page of CAS messages.

CAS message list shows on MFD 1 when the EICAS knob on RSP is set to L MFD. CAS message list shows on MFD 2 when the EICAS knob on RSP is set to R MFD. CAS message list shows on PFD 1 and PFD 2 when the EICAS knob on the RSP is set to BOTH PFDS. The on-side CCP CAS button controls only the CAS message list displayed on the on-side displays. If no CAS list is displayed on the on-side displays, the message SELECTION INACTIVE is displayed on the on-side MFD.

When the last CAS message page is less than full, the CAS button causes the CAS non-warning messages to go out of view. The first message line that follows the warning messages changes to a white MSGS in a white text box annunciation. The messages that show after MSGS shows are new messages. New messages show in the usual sequence, but show below the warning messages that stay. If there is more than one page of new messages, MORE shows to the right of MSGS on the same line. When the last page of new messages shows, MORE is replaced by END to the right of MSGS.

When the CAS pushbutton is pushed again, the hidden messages come back. At the same time, the MSGS text box will go out of view.

System Interface

The EICAS has interfaces with aircraft systems/components that follow:

Radio Interface Unit (RIU)
Flight Data Recorder
Warning/Caution Control System
Electronic Flight-Instrument System (EFIS)
Maintenance Diagnostic Computer (MDC)
Electronic Control Unit (ECU)
Full-Authority Digital Engine-Control (FADEC) System
Integrated Engine Instrument System.

01/28/16

System Monitoring

For the DCU, there are power-up and continuous RAM and ROM tests which operate in background mode. If a failure is sensed, it is given on a diagnostic word.

Each DCU monitors all ARINC input busses for faults and inactivity. An inactive bus will be identified on the DCU diagnostic word sent to the MDC and an alternate bus used if available.

Each RDC monitors all ARINC input busses for faults and inactivity. An inactive bus will be identified on the RDC diagnostic word sent to the MDC and an alternate bus is used by the DCU, if available.

The EICAS messages that follow are related to the EICAS:

EICAS MESSAGE(S)	LEVEL (COLOR)
PFD X-TALK FAIL	CAUTION (amber)
CAS MISCOMPARE	ADVISORY (cyan)
DCU FAULT	ADVISORY (cyan)
FDR FAIL	ADVISORY (cyan)
MFD X-TALK FAIL	ADVISORY (cyan)
RDC FAULT	ADVISORY (cyan)

10/16/20

Component Location Index

Component Location Index
IDENT	DESCRIPTION	LOCATION	IPC REF
A14	DATA CONCENTRATOR UNIT (DCU)	ZONE(S) 222	31-41-01
A13	REMOTE DATA CONCENTRATOR (RDC)	ZONE(S) 221	31-41-05