Narrative:

During taxi in; about 300 yards from the gate; the 'main batt' warning and 'left tru' [transformer rectifier unit] caution lights illuminated. I called for the first officer to complete the steps of the memory action item for 'main batt hot' and subsequently ran the checklist. Once completed; I called for the first officer to run the checklist for the 'left tru' caution light. By the time the first officer had completed these checklists we were parked at the gate and shutting down the engines. No indications of fire were ever detected and once the 'main batt' switch was turned off; the main battery temp dropped to 60 degrees C and held steady. No emergency was declared due to the close proximity to the gate and that no indications of fire were ever detected. I felt it safer to de-plane the passengers at the gate 300 yards away rather than in the middle of the ramp; where risk of injury was higher. Once shutdown at the gate; the discrepancies were noted in the aircraft logbook and dispatch and maintenance were subsequently notified.

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Original NASA ASRS Text

Title: DHC8 Captain reports 'Main Batt' warning and 'L TRU' caution lights during taxi to the gate. The Captain elects to continue to the gate and have the First Officer comply with checklist procedures.

Narrative: During taxi in; about 300 yards from the gate; the 'Main Batt' warning and 'L TRU' [Transformer Rectifier Unit] caution lights illuminated. I called for the First Officer to complete the steps of the memory action item for 'Main Batt Hot' and subsequently ran the checklist. Once completed; I called for the First Officer to run the checklist for the 'L TRU' caution light. By the time the First Officer had completed these checklists we were parked at the gate and shutting down the engines. No indications of fire were ever detected and once the 'Main Batt' switch was turned off; the main battery temp dropped to 60 degrees C and held steady. No emergency was declared due to the close proximity to the gate and that no indications of fire were ever detected. I felt it safer to de-plane the passengers at the gate 300 yards away rather than in the middle of the ramp; where risk of injury was higher. Once shutdown at the gate; the discrepancies were noted in the aircraft logbook and Dispatch and Maintenance were subsequently notified.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.