Mark

Burndy pin removal/insertion tool.
  
     
  
P/N ATB-3062-2

The Stall Warning system on a 767 warns the crew of an impending stall by shaking the control column.

There are two stall warning systems. If they both sense the stall, a control yoke pusher (nudger on the 767) physically pushes the yoke forward.

A flight crew notification on the EICAS status page will show "WARN ELEX" if the stall warning system has a failure.
  
     
  
We normally see this when the IRS's are not aligned, as the stall system cards need valid IRS data.
We had an aircraft with this warning after the IRS's were up.

The left system was not testing. The test should give you a shaker. When we tested both systems at the same time, the left shaker would start working and we'd get a nudger (with hydraulics on).

In the forward accessory compartment we checked the wiring on the left shaker..... they fell right out with a slight tug. That would explain why the left shaker would start working with the right already on. Vibration from the right helped the left have continuity.
  
     
  
It might be explained in the FIM or Fault Isolation Manual, but the schematics give no hint that the card must see continuity through the shaker coil.

The schematic will show how the card provides a ground to activate the shaker. It doesn't show how continuity is monitored. I can only guess that the card wants to see 28VDC on pin 34. The coil is not "working" (or shaking), so the 28VDC is present on pin 34. (If the shaker was activated.... all the voltage would be dropped across the coil)
  
     
     
 

Most lower cargo compartments will have a heating system.

On the 767, hot engine bleed air is fed into a long tube running the length of the cargo compartment floor. The tube has holes to disperse the heated air.

A temperature switch controls a valve that either applies or stops the hot air flow.

The airline I work for has two aircraft that will allow cold pack air to go to the forward lower compartment. This is to keep the bay cold(er) while on the ground in hot airport environments. 
  
     
 

I might be wrong, but it looks like the wire list just adds a 0 in front of the 3 number wire designator.

When we look at a wire on the aircraft, it will only have the 3 number prefix stamped on he casing.

Again, I wish I could help with your question.

The charts you sent show wire bundle runs but, they do not show actual location on the aircraft.

If a detail of the runs is needed, the only way I could see it being done is when an aircraft is in heavy check will the wall and ceilings removed.

I'm sure Boeing has engineering charts that show the manufacturing locations of each run. I have never seen anything like this in their line maintenance manuals.

I have never found a reference as to exact locations of wire runs in the aircraft.

We've always hand traced wires with the use of a Fox/Hound device.

I had to delete your post with the whole chapter 91 PDF. I cannot post complete images of technical references on the site.

You hope the thing is there.
On this latest aircraft, our sheet-metal guy was able to replace the forward one without removing the whole detector/sensor/fan mount assembly.
A one hour change could of changed to a whole day affair. 

ELT's output two frequencies. 121.500MHz and 406.025MHz.

The 121.50 signal is just a tone. Rescue operators use a device to look at signal strength and direction to find the location of the ELT transmitter.

406.025MHz is a digital burst of data that reports encoded aircraft/owner information, a unique identifier number, and Latitude/Longitude position information.
A good explanation can be found here .

We usually try not to send data or tone out in to the open air during testing. Either a direct co-ax cable can be connected between the ELT antenna output or a shield can be placed around the antenna with a co-ax leading to the tester. Direct hookup is the preferred method.

This is not to say we can't just send signals out without shielding. The allotted time frame for testing in the USA is during the first five minutes after the top of the hour. We usually call the tower to inform them that a test will be conducted.