Narrative:

During the descent we received a right low fuel press caution message. The message cleared on its own while still in the descent after about 3 to 4 minutes. We complied with the QRH and noted no anomalies in the engine operations. I wrote the incident up in the logbook and contacted maintenance. Maintenance said that this was normal and just a nuisance. They stated that their maintenance supplement stated it was ok during landing and descent for this to occur. They further stated that I could make it as entered in error or they could delay the flight and have maintenance come out to and clear it as ok and a bogus caution reading. I was familiar with the situation on the ground during braking but never had this during flight. I stated this to the maintenance coordinator. He said this was what was in their supplement and there was no restriction on how long it lasted. We marked the entry as entered in error and departed to [the next station] without the message returning. At the end of the day I did a search of the [flight manual] pdf file and found that it does not cover this issue in flight at all but is restricted to landing and taxi. It is now unclear whether I should have marked it as entered in error and if I was being misled by the maintenance controller based on their memory. If the maintenance supplement does in fact cover descents then this needs to be added to the [flight manual] so that they are providing the same information. To prevent this I would have done a better search of the fcm. I only found it with the electronic search function of the pdf on my computer. Maintenance and flight ops need to make sure that their manuals; limitations and procedures match and do not provide conflicting information.

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Original NASA ASRS Text

Title: The pilot of a CRJ-200 was concerned about the information he received from Maintenance personnel that appeared to contradict the Flight Manual.

Narrative: During the descent we received a R Low Fuel Press Caution Message. The message cleared on its own while still in the descent after about 3 to 4 minutes. We complied with the QRH and noted no anomalies in the engine operations. I wrote the incident up in the logbook and contacted Maintenance. Maintenance said that this was normal and just a nuisance. They stated that their maintenance supplement stated it was ok during landing and descent for this to occur. They further stated that I could make it as entered in error or they could delay the flight and have Maintenance come out to and clear it as OK and a bogus caution reading. I was familiar with the situation on the ground during braking but never had this during flight. I stated this to the Maintenance Coordinator. He said this was what was in their supplement and there was no restriction on how long it lasted. We marked the entry as entered in error and departed to [the next station] without the message returning. At the end of the day I did a search of the [flight manual] PDF file and found that it does not cover this issue in flight at all but is restricted to landing and taxi. It is now unclear whether I should have marked it as entered in error and if I was being misled by the Maintenance Controller based on their memory. If the maintenance supplement does in fact cover descents then this needs to be added to the [Flight Manual] so that they are providing the same information. To prevent this I would have done a better search of the FCM. I only found it with the electronic search function of the PDF on my computer. Maintenance and Flight Ops need to make sure that their manuals; limitations and procedures match and do not provide conflicting information.

Data retrieved from NASA's ASRS site as of July 2013 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.