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P3C > LIGHTS > Flashcards

LIGHTS Flashcards

1
Q

GEN 2, 3 ,4 OR APU GEN OFF

A

PROBABLE CAUSE: GENERATOR FAILURE, OFF FREQUENCY, OVERVOLTAGE, UNDERVOLTAGE, FEEDER FAULT, SUPERVISORY PANEL FAILURE, TRANSFER RELAY 2 OR 3 FAILURE, OR ASSOCIATED BUS MONITORING SWITCH OFF.
NOTE: IF THE APU GENERATOR CONTROL CB IS OUT, THE APU GEN OFF LIGHT WILL BE ON. AUTOMATIC APU LOAD MONITORING ABOVE 8000 FEET WILL BE DISABLED; HOWEVER, THE GENERATOR WILL ASSUME THE LOAD.
ACTION: USE RESET PROCEDURES (15-2), OR PLACE ASSOCIATED BUS MONITORING SWITCH ON. IF AN ENGINE-DRIVEN GENERATOR LIGHT REMIANS ON STEADY THROUGHOUT REST PROCEDURES, OR GOES OUT MOMENTARILY AND COMES BACK ON, MISSION SHOULD BE ABORTED.
CAUTION: GENERATOR SUPERVISORY PANELS SHALL NOT BE EXCHANGED UNTIL APPROPRIATE MAINTENANCE ACTIONS ARE PERFORMED

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2
Q

TRANSFORMER RECTIFIER OVERHEAT

A

CAUSE: TR OVERHEATED
ACTION: PULL RESPECTIVE CB. TR 3 LOCATED AT THE FLIGHT STATION AND NOS 1 AND 2 LOCATED AT THE MAIN LOAD CENTER

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3
Q

PRIMARY FUEL PUMP LIGHT OFF DURING START (BETWEEN 16% AND 65% RPM)

A

PROBABLE CAUSE: FAILURE OF SECONDARY PUMP

ACTION: INVESTIGATE

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4
Q

STARTER CONTROL VALVE OPEN

A

PROBABLE CAUSE: ENGINE STARTER CONTROL VALVE IS OPEN. (VALVE SHOULD CLOSE AND LIGHT GO OUT WHEN STARTER IS PULLED OUT AT 57 TO 64% RPM DURING NORMAL START.)
ACTION: IF LIGHT REMAINS ON OR COMES ON AFTER START, SECURE ENGINE BY PULLING THE EMERGENCY SHUTDOWN HANDLE

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5
Q

PROP FEATHER BUTTON LIGHT ON

A

PROBABLE CAUSE: INDICATES FEATHER PUMP RELAY IS CLOSED, SUPPLYING ELECTRICAL POWER TO THE FEATHER PUMP. POSSIBLE INTERNAL LEAKAGE. INCOMPLETE PUMP CUT-OUT CIRCUIT
ACTION: A. IF LIGHT REMAINS ON FOLLOWING ENGINE SHUTDOWN, PULL RESPECTIVE PROP FEATHER CONTROL CIRCUIT BREAKER, AND EXECUTRE THE EMERGENCY SHUTDOWN PROCEDURE, PARAGRAPH 15.5.1.
B. IF THE LIGHT REMAINS ON FOLLOWING PRESSURE CUTOUT OVERRIDE, REFER TO INFLIGHT RESTART PROCEDURES, PARAGRAPH 8.33.1.

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6
Q

FAN OUT

A

PROBABLE CAUSE: CABIN EXHAUST FAN IS INOPERATIVE OR LACK OF AIRFLOW.
ACTIONS: OPEN EQUIPMENT DOORS FOR ADDITIONAL COOLING. USE MINIMUM ELECTRONIC EQUIPMENT. IF EDCS ARE INOPERATIVE (NO AIR-CONDITIONING AVAILABLE), OPEN AUX VENT

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7
Q

EDC TEMP HIGH

A

PROBABLE CAUSE: EDC OIL TEMPERATURE EXCESSIVE. LOW OIL LEVEL IN SUMP. HIGHG ENGINE OIL TEMPERATURE.
NOTE: LOW INTENSITY ILLUMINATION OF THE EDC TEMP HIGH LIGHT IS ACCEPTABLE UNLESS ACCOMPANIED BY A MASTER PRESS SYS LIGHT.
ACTION: A. CHECK ENGINE OIL TEMPERATURE: IF HIGH, CORRECT.
B. IF UNABLE TO CONTRIL, DISCONNECT, MONITOR FOR LOSS OF SPREAD, DUMP, CONTINUE OPERATION.
THE DISCONNECT POSITION SHALL BE SELECTED ONLY WHEN THE ENGINE IS OPERATING IN THE NORMAL RPM RANGE.
CAUTION: DISCONNECTING THE EDC OUTSIDE OF NORMAL ENGINE RPM RANGE WILL DAMAGE THE COMPRESSOR.
C. IF SPREAD IS INDICATED AFTER DISCONNECT, EXECUTE THE EMERGENCY SHUTDOWN PROCEDURE, PARAGRAPH 15.5.1. IF THE ENGINE IS ALLOWED TO OPERATE DUE TO A GREATER EMERGENCY, THE EDC SHOULD BE DUMPED.
D. REFER TO AIR-CONDITIONING SYSTEM MALFUNCTION (IN FLIGHT), PARAGRAPH 15.16.

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8
Q

EDC PRESS LOW

A

PROBABLE CAUSE: EDC OIL PRESSURE IS LOW. LOW LEVEL IN SUMP. EDC DRIVE SHAFT IS SHEARED.
ACTION: A. WITH LOSS OF SPREAD, DISCONNECT AND DUMP EDC. CONTINUE OPERATION.
B. IF SPREAD IS INDICATED, DISCONNECT, MONITOR FOR LOSS OF SPREAD, DUMP. CONTINUE OPERATION.
THE DISCONNECT POSITION SHALL BE SELECTED ONLY WHEN THE ENGINE IS OPERATING IN THE NORMAL RPM RANGE.
CAUTION: DISCONNECTING THE EDC OUTSIDE OF NORMAL ENGINE RPM RANGE WILL DAMAGE THE COMPRESSOR.
C. IF SPREAD IS INDICATED AFTER DISCONNECT, EXECUTE THE EMERGENCY SHUTDOWN PROCEDURE, PARAGRAPH 15.5.1. IF THE ENGINE IS ALLOWED TO OPERATE DUE TO A GREATER EMERGENCY, THE EDC SHOULD BE DUMPED.
NOTE: IF ON THE GROUND AND MISSION IS CONTINUED: ENSURE NORMAL RPM SELECTED AND GROUND AIR ON PRIOR TO DISCONNECTING (APU AIR OVERRIDE SELECTED)
D. REFER TO AIR-CONDITIONING SYSTEM MALFUNCTION (IN FLIGHT), PARAGRAPH 15.16.

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9
Q

REFHR OVERHEAT

A

PROBABLE CAUSE: TEMPERATURE IN COOLING DUCT EXCEEDS SAFE LIMITS. ON GROUND: INOPERATIVE HEAT EXCHANGER BLOWER FAN.
ACTION: IN FLIGHT, DUMP EDC. AFTER LIGHT IS OUT, OPERATION IS PERMITTED IN THE MANUAL MODE AT THE TWO-DOT POSITION OR WARMER.
ON DECK, TURN OF GRD AIR COND SWITCH; INVESTIGATE BY CHECKING THE HEAT EXCHANGER CBS ON BUS B AND BLOWER CONT CB ON MON DC. IF CBS ARE SET AND THE LIGHT IS OUT, OPERATION IS PERMITTED IN THE MANUAL MODE AT THE TWO-DOT POSITION OR WARMER.

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10
Q

L OR R WING HOT

A

PROBABLE CAUSE: AIR TEMPERATURE IN THE WING PLENUM EXCEEDS SAFE LIMITS. MAY BE CAUSED BY A LEAK IN THE BLEED AIR MAINIFOLD OR EDC PLUMBING
ACTION: A. SECURE WING DEICING AND GET OUT OF ICING AREA
B. IF LIGHT REMAINS ON, DUMP APPROPRIATE EDC.

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11
Q

LE HOT

A

PROBABLE CAUSE: THE WING LEADING EDGE SKIN TEMPERATURE HAS INCREASED IN EXCESS OF 110 DEGREES C. ONE OF THE SIX MODULATING VALVES IS EITHER STUCK OPEN OR IMPROPERLY MODULATING.
ACTION: CLOSE ALL THE BLEED AIR VALVES. LOCATE DEFECTIVE AREA WITH TEMPERATURE SELECTOR. OPEN ALL MODULATING VALVES. WHEN NECESSARY, DEICE THE ENTIRE WING USING THE BLEED AIR VALVES.

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12
Q

EMP DEICE

A

PROBABLE CAUSE: PARTING STRIP (BUS A) POWER RELAY DE-ENERGIZED, CYCLING POWER RELAY DE-ENERGIZED (BUS B), CONTROL RELAY (EXT MAIN) DE-ENERGIZED, TIMER MOTOR (MON DC) FAILURE, EMPENNAGE OVERHEAT CONDITION. OPEN CONTROL POWER CIRCUIT BREAKER (EXT MAIN)
ACTION: TURN SWITCH OFF THEN ON. IF LIGHT REMAINS ON, TURN SWITCH OFF, INCREASE AIRSPEED ABOVE 200 KIAS; VACATE ICING AREA. IF LIGHT DOES NOT COME BACK ON, TEMPORARY OVERHEAT CONDITION EXISTS. CONTINUE OPERATION.

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13
Q

ANTI ICING

A

PROBABLE CAUSE: 14TH STAGE AIR OF SUFFICIENT TEMPERATURE TO MELT ICE HAS ENTERED THE TORQUEMETER SHROUD AND THE INLET SCOOP

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14
Q

CYCLING LIGHTS

A

PROBABLE CAUSE: INDICATES ELECTRICAL POWER IS BEING SUPPLIED TO THE WINDSHIELD PANELS. WHEN LIGHTS ARE OUT, ELECTRICAL POWER IS CYCLED OFF.
ACTION: IF UNABLE TO START CYCLING ON A COLD WINDSHIELD, USE OVERRIDE SWITCH

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15
Q

SIDE WINDSHIELD FAIL

A

PROBABLE CAUSE: WINDSHIELD POWER RELAY AND/OR OVERHEAT CONTROL RELAY STUCK IN ENERGIZED POSITION WHEN CONTROL SWITCH OFF.
ACTION: PULL SIDE WINDSHIELD HEAT POWER CIRCUIT BREAKER ON MAIN AC BUS A

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16
Q

L OR R HTR OUT

A

PROBABLE CAUSE: INDICATES ELECTRICAL CURRENT FLOW TO THE PITOT HEATER ELEMENT HAS BEEN INTERRUPTED, OR CURRENT FLOW DETECTOR IS INOPERATIVE.
ACTION: CHECK RESPECTIVE CIRCUIT BREAKER AND BUS. MONITOR EQUIPMENT FOR PROPER OPERATION.

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17
Q

FILTER

A

PROBABLE CAUSE: ONE OR BOTH LOW PRESSURE FUEL FILTERS ARE RESTRICTING FLOW.
ACTION: IF ENGINE CONTINUES TO FUNCTION NORMALLY, CONTINUE ENGINE OPERATION (FOOD FOR THOUGHT, DISCONTINUE XFEED)

18
Q

1,2,3, OR 4 PRESS LOW (FUEL)

A

PROBABLE CAUSE: INDICATES THE DIFFERENTIAL PRESSURE ACROSS THE CORRESPONDING ENGINE-DRIVEN CENTRIFUGAL BOOST PUMP IS LOW. A FLICKERING LIGHT INDICATES A PARTIAL OBSTRUCTION OF THE FUEL LINE
NOTE: THE FUEL PRESS LOW LIGHT SHOULD BE OUT BY LOW RPM. AFTER START, POSSIBLE FAULTY OR STUCK PRESSURE SWITCH.
ACTION: A. IF FUEL FLOW AND QUANTITY OF THE CORRESPONDING ENGINE ARE NORMAL AND ENGINE CONTINUES TO OPERATE NORMALLY, INSPECT NACELLE FOR VISIBLE FUEL. IF FUEL IS VISIBLE, SECURE ENGINE.
B. IN FLIGHT, IF NO FUEL VISIBLE, CONTINUE OPERATION, OBSERVING ENGINE CLOSELY.
C. DURING GROUND OPERATIONS, IF NO FUEL IS VISIBLE, CYCLE RESPECTIVE BOOST PUMP OR SHIFT ENGINE TO NORMAL RPM THEN BACK TO LOW RPM. IF LIGHT GOES OUT AND REMAINS OUT, CONTINUE OPERATION.

19
Q

GEN MECH FAILURE

A

PROBABLE CAUSE: PRIMARY GENERATOR DRIVE END BEARING HAS FAILED
ACTION: MISSION SHOULD BE ABORTED. IF THE GENERATOR SWITCH MUST BE LEFT IN THE OFF POSITION BECAUSE OF A GENERATOR MALFUNCTION, EXECUTE THE EMERGENCY ENGINE SHUTDOWN PROCEDURE, PARAGRAPH 15.5.1

20
Q

CHIPS

A

PROBABLE CAUSE: METAL PARTICLES ON MAGNETIC PLUG IN POWER SECTION OR GEARBOX.
ACTION: CHECK FOR SECONDARY INDICATIONS. IF NOTED, EXECUTE EMERGENCY SHUTDOWN PROCEDURE. IF NO SECONDARY INDICATIONS ARE PRESENT, ENGINE OPERATION MAY BE CONTINUED. REFER TO MAGNETIC CHIP DETECTOR INDICATION, PARAGRAPH 15.10.

21
Q

OIL HOT

A

PROBABLE CAUSE: ENGINE OIL TEMPERATURE 100 DEGREES C OR OVER.
ACTION: IF POWER LEVERS IN THE GROUND (BETA) RANGE, OPEN INDUCERS TO DECREASE TEMPERATURE. IF POWER LEVERS ARE IN FLIGHT (ALPHA) RANGE, 100 DEGREES C FOR 5 MINUTES, THEN 90 DEGREES C. CONTROL WITH OIL COOLER FLAPS POSITION. IF UNABLE TO CONTROL, SECURE ENGINE.

22
Q

OIL PRESS

A

PROBABLE CAUSE: EITHER ENGINE OIL PRESSURE IS BELOW 40 PSI OF GEARBOX PRESSURE BELOW 130 PSI.
ACTION: LOW RPM, LIGHT NORMAL (RGB). IN FLIGHT, CHECK OIL PRESSURE GAUGES; INVESTIGATE. IF OIL PRESSURE IS WITHIN LIMITS, CONTINUE ENGINE OPERATION. IF OUT OF LIMITS, EXECUTE EMERGENCY ENGINE SHUTDOWN PROCEDURE.

23
Q

PROP PUMP 1 OR 2

A

PROBABLE CAUSE: REDUCED FLOW AND DROP IN PRESSURE FROM PROP PUMP 1 DUE TO PUMP FAILURE, OBSTRUCTION, OR LOW OIL LEVEL.
ACTION: IF EITHER OR BOTH PROPELLER PUMP CAUTION LIGHTS ILLUMINATE: CONTINUE NORMAL ENGINE OPERATINS AND REFER TO pROPELLER MALFUNCTIONS, PARAGRAPH 15.12 (PROP PUMP 2 IS EXACT SAME)

24
Q

FUS DUCT HOT

A

PROBABLE CAUSE: LEAK IN AREA AROUND CROSSHIP MANIFOLD, CREATING EXCESSIVE TEMPERATURE. CAN BE CAUSED BY A LEAK IN THE BLEED AIR MAINFOLD, APU BLEED AIR LINES, OR EDC PLUMBING.
ACTION: 1. ON GROUND, SECURE GROUND AC AND ALL ENGINE AND APU BLEED AIR, AND RETURN TO THE LINE.
2. IN FLIGHT, CLOSE ALL ENGINE BLEED AND FUSELAGE SHUTOFF VALVES
3. IF LIGHT REMAINS ON, DUMP EDCS ONE AT A TIME (START WITH SMALLER SPREAD)
4. IF LIGHT REMAINS ON, LAND AS SOON AS POSSIBLE.

25
Q

CABIN PRESS

A

PROBABLE CAUSE: LIGHT ON AT CABIN ALTITUDE 10000 (+/- 500) FEET. CABIN PRESS LIGHT OUT BY 8000 FT ON DESCENT.
ACTION: REFER TO PRESSURIZATION LOSS, PARAGRAPH 12.4.

26
Q

RACK OVHT

A

PROBABLE CAUSE: ELECTRONIC RACK OVERHEAT CONDITION EXISTS. ALSO COMES ON DURING MAIN DC BUS FAILURE. THE ASH-33 (DMTS) WILL CAUSE A RACK OVERHEAT INDICATION WHEN THE SYSTEM IS INITIALLY TURNED ON, OR WILL ILLUMINATE CONTINUOUSLY WHEN A LOSS OF AIRFLOW IS DETECTED.
ACTION: INITIATE FIRE OF UNKNOWN ORIGIN CHECKLIST/PROCEDURES. LOCATE OVERHEATED ELECTRONIC BAY(S) BY ILLUMINATED INDIVIDUAL BAY OVERHEAT LIGHT(S). PROVIDE REQUIRED COOLING OR SECURE EQUIPMENT AS NECESSARY.

27
Q

FLAP ASYM

A

PROBABLE CAUSE: FLAP ASYMMETRY SYSTEM HAS TRIPPED. IF THERE HAS BEEN A MULTIPLE FLAP COMPONENT FAILURE, THE FLAPS MAY STILL BE MOVING OR COULD BE MOVED BY USE OF THE FLAP HANDLE.
ACTION: A. IF ACCOMPANIED BY A CHANGE IN FLIGHT CHARACTERISTICS, EXECUTE SPLIT-FLAP PROCEDURES, PARAGRAPH 16.6.
B. IF NOT, PLACE FLAP HANDLE IN POSITION BEST CORRESPONDING TO FLAP POSITION.
C. REFER TO SPLIT-FLAP PROCEDURES.

28
Q

HYD PRESS 1 OR 1A

A

PROBABLE CAUSE: RESPECTIVE PUMP OUTPUT PRESSURE IS BELOW 1,800 PSI.
ACTION: TURN OFF RESPECTIVE PUMP; INVESTIGATE.
NOTE: GEAR RETRACTION WITH ONE OPERABLE HYDRAULIC PUMP MAY RESULT IN INDICATION OF HYDRAULIC SYSTEM FAILURE AND UNSAFE GEAR DUE TO HEAVY SYSTEM DEMAND.

29
Q

1, 1A, OR 2 HYD OIL

A

PROBABLE CAUSE: HYDRAULIC OIL TEMPERATURE IS EXCESSIVE, RESTRICTED COLLANT FLOW, NOT ENOUGH FUEL IN RESPECTIVE INBOARD FUEL TANK (MINIMUM 1000LB)
ACTION: TURN OFF RESPECTIVE PUMP

30
Q

NTS INOPR

A

PROBABLE CAUSE: INOPERATIVE NTS SYSTEM.
ACTION: 1. CONTINUE HOLDING OUT ON FEATHER BUTTON
2. EMERGENCY SHUTDOWN HANDLE-PULL
3. FEATHER BUTTON-PUSH

31
Q

NO. 2 HYD PRESS LIGHT

A

PROBABLE CAUSE: NO. 2 PUMP OUTPUT PRESSURE IS BELOW 1800 PSI.
ACTION: CHECK NO. 2 SYSTEM PRESSURE. IF LOW, SECURE NO. 2 PUMP

32
Q

RUDDER POWER (FLAPS UP)

A

PROBABLE CAUSE: NO. 1 HYDRAULIC SYSTEM PRESSURE FAILURE. SHUTOFF VALVE HAS OPENED.
ACTION: ACTUATE RUDDER PEDALS TO DEPLETE RESIDUAL NO. 2 HYDRAULIC SYSTEM IN THE RUDDER BOOST PACKAGE.
IF LIGHT REMAINS ON: a. CHECK THE RUDDER BOOST SHUTOFF VALVE CIRCUIT BREAKER (k13)
B. TURN OFF THE NO. 2 HYDRAULIC PUMP. IF THE WARNING LIGHT GOES OUT, THE SHUTOFF VALVE IS INOPERATIVE. TURN THE NO. 2 HYDRAULIC PUMP ON AND MAKE NO ABRUPT RUDDER MOVEMENTS.

33
Q

START VALVE

A

PROBABLE CAUSE: INDICATES ONE OF THE FOUR ENGINE START CONTROL VALVES IS OPEN.
ACTION (IF ON AFTER START SEQUENCE): CHECK OVERHEAD PANEL FOR INDIVIDUAL ENGINE START CONTROL VALE OPEN LIGHT.

34
Q

TRANSFER PUMPS PRESS LOW

A

PROBABLE CAUSE: TANKS NO. 5 IS EMPTY OR PUMP OUTPUT PRESSURE IS LOW.
ACTION: SHUT OFF RESPECTIVE PUMP; REFER TO TRANSFER PUMP FAILURE, TANK 5, PARAGRAPH 15.8.3.

35
Q

TANK BOOST PUMP LOW PRESSURE ADVISORY

A

PROBABLE CAUSE: LIGHT WILL ILLUMINATE WHENEVER THE OUTPUT PRESSURE OF THE CORRESPONDING BOOST PUMP IS LOW.
ACTION: REFER TO FUEL BOOST PUMP FAILURE, PARAGRAPH 15.8.2.

36
Q

NO ANTI ICING LIGHT WITH SWITCH ON

A

PROBABLE CAUSE: ONE OR BOTH AREAS OF SYSTEM MAY NOT BE RECEIVING HOT AIR.
ACTION: A. CHECK FOR HORSE POWER DROP (~9%). IF NORMAL, CONTINUE OPERATION.
B. IF LESS THAN NORMAL: (1) CHECK FOR ICE BUILDUP ON AIR INLET SCOOP. IF EXCESSIVE, EXECUTE THE EMERGENCY ENGINE SHUTDOWN PROCEDURE, PARAGRAPH 15.5.1.
(2) IF NO ICE BUILDUP ON AIR INLET SCOOP OS OBSERVED, MONITOR SHP, TIT, AND FUEL FLOW. INITIAL INDICATIONS MAY BE A GRADUAL POWER LOSS FOLLOWED BY ERRATIC OPERATIONS. IF EITHER OF THESE INDICATIONS ARE OBSERVED, EXECUTE THE EMERGENCY ENGINE SHUTDOWN PROCEDURE, PARAGRAPH 15.5.1.

37
Q

ANTI-ICING LIGHT WITH SWITCH OFF

A

PROBABLE CAUSE: A. ABNORMAL HEAT IN THE AREA.
B. LOSS OF ELECTRICAL POWER TO THE SOLENOID VALVE
ACTION: ON DECK, INVESTIGATE, SECURE ENGINE, AND RETURN TO THE LINE. (LOOK FOR RISE IN TIT)
IN FLIGHT, TURN ON ANTI-ICE CONTROL SWITCH,
A. IF A SHP DROP IS OBSERVED, EXECUTE THE EMERGENCY ENGINE SHUTDOWN PROCEDURE, PARAGRAPH 15.5.1.
B. IF NO SHP DROP IS OBSERVED, CONTINUE ENGINE OPERATION.

38
Q

ANTI-ICING LIGHT ON AFTER SYSTEM UTILIZATION

A

PROBABLE CAUSE: FAILURE OF ONE OR BOTH THERMAL SWITCHES AND/OR ANTI-ICING VALVES.
ACTION: ALLOW SUFFICIENT TIME FOR THERMAL SWITCH COOLING PRIOR TO INVESTIGATING. IF NO OTHER ABNORMAL INDICATIONS EXIST, ENGINE OPERATION MAY BE CONTINUED FOR THE REMAINDER OF THE FLIGHT.

39
Q

EXT PWR AVAILABLE LIGHT ON, BUT NO PWR AVAILABLE

A

PROBABLE CAUSE: WRONG PHASE, NOSEGEAR UPLOCK NOT PROPERLY POSITIONED, BATTERY NOT CONNECTED, GENERATOR NO. 4 RUNAROUND FEEDER CIRCUIT BREAKER OUT, EXTERNAL POWER CONTROL CB OUT.
ACTION: MOVE EXTERNAL POWER SWITCH TO RESET THEN ON. CHECK NOSEGEAR UPLOCK POSITION. CHECK BATTERY CONDITION. CHECK NO. 4 RUNAROUND FEEDER CB. CHECK EXTERNAL POWER CONTROL CB.

40
Q

EXT PWR AVAILABLE LIGHT ON, BUT ONLY PARTIAL POWER ON AIRCRAFT

A

PROBABLE CAUSE: TR 3 GANGED CB OUT. ESSENTIAL DC BUS FEEDER CB NO. 2 OUT. MON AC GANGED CB BEHIND COPILOT OUT. MON ESS BUS SWITCH OFF.
ACTION: CHECK TR3 CB. CHECK ESS DC BUS FEEDER CB NO. 2. CHECK MON AC GANGED CB IN. CHECK MON ESS BUS SWITCH.

P3C (10 decks)

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