Aerosoft CRJ-700 Operation Manual Part 2
Aerosoft – Digital Aviation
CRJ-700 CRJ-900
AOM PART 2
Revision Info
VOL
5
5-1-1
26-Jul-2017
Rev #
Date
Author
Change
Version
001
11-Oct-15
IV
Start of documentation
0.90
002
31-Dec-16
MK
Updating to new software
0.92
003
20- Apr-17
MK
Finalizing
1.00
004
01-May-17
MK
Updating to latest files
1.00
On behalf of Authority
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TABLE OF CON TENTS
AUXILLIARY POWER UNIT ..................................................................................................................... 5
AURAL/VISUAL INDICATING & RECORDING .......................................................................................... 6
EICAS CONTROL PANEL ..................................................................................................................... 7
DISPLAY REVERSION .......................................................................................................................... 8
AURAL WARNINGS / AUDIO SIGNALS ............................................................................................... 9
MASTER WARNING LIGHT ................................................................................................................. 9
MASTER CAUTION LIGHT ................................................................................................................ 10
CREW ALERTING SYSTEM (CAS) .................................................................................................. 10
TAKE-OFF WARNING ....................................................................................................................... 13
LANDING CONFIG WARNING .......................................................................................................... 14
MENU PAGE .................................................................................................................................... 15
FLIGHT DATA RECORDER..................................................................................................................... 15
AUTOMATIC FLIGHT CONTROL SYSTEM .............................................................................................. 15
FLIGHT DIRECTOR............................................................................................................................ 16
FLIGHT MODE ANNUNCIATOR – LATERAL MODES .......................................................................... 17
FLIGHT MODE ANNUNCIATOR – VERTICAL MODES ........................................................................ 18
SYNCHRONIZATION ......................................................................................................................... 20
ALTITUDE ALERT SYSTEM .................................................................................................................... 20
AUTOPILOT ......................................................................................................................................... 21
COMMUNICATIONS ............................................................................................................................ 22
AUDIO CONTROL PANEL ................................................................................................................. 22
INTERPHONE AND INTERCOM CONTROL PANEL ............................................................................. 23
RADIO TUNING UNIT (RTU) ............................................................................................................. 23
COMS MENU ................................................................................................................................... 24
TCAS MENU ..................................................................................................................................... 24
BACKUP TUNING UNIT .................................................................................................................... 25
ELECTRICAL ......................................................................................................................................... 25
ALTERNATING CURRENT, AC SYSTEM ............................................................................................. 26
CONTROLS ON OVERHEAD PANEL .............................................................................................. 28
EICAS SYNOPTIC PAGE – HOW TO OPEN AC & DC ELECTRICAL SYNOPTIC PAGES ....................... 29
EICAS SYNOPTIC PAGE – ELECTRICAL POWER SUPPLIED FROM ENGINES ................................... 29
EICAS SYNOPTIC PAGE – ELECTRICAL POWER SUPPLIED FROM AIR DRIVEN GENERATOR .......... 30
EICAS SYNOPTIC PAGE – ELECTRICAL POWER SUPPLIED FROM EXTERNAL POWER .................... 31
EICAS MESSAGES............................................................................................................................. 31
DIRECT CURRENT, DC SYSTEM ........................................................................................................ 32
EICAS MESSAGES ......................................................................................................................... 33
ENVIRONMENTAL CONTROL SYSTEM ................................................................................................. 36
AIR CONDITIONING SYSTEM / PACKS .............................................................................................. 36
ECAM MESSAGES ........................................................................................................................ 37
AVIONICS COOLING SYSTEM ....................................................................................................... 37
ECAM MESSAGES ........................................................................................................................ 38
CABIN PRESSURIZATION SYSTEM .................................................................................................... 38
ECAM MESSAGES ........................................................................................................................ 38
PRESSURIZATION MODES – AUTOMATIC MODES ....................................................................... 40
PRESSURIZATION MODES – MANUAL MODES ............................................................................ 40
SAFETY VALVES ........................................................................................................................... 41
GROUND VALVE .......................................................................................................................... 41
CABIN ALTITUDE LIMIT ................................................................................................................ 41
EMERGENCY DEPRESSURIZATION ............................................................................................... 41
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EMERGENCY EQUIPMENT ................................................................................................................... 42
FIRE PROTECTION ............................................................................................................................... 43
ENGINE FIRE CONTROLS & MESSAGES ............................................................................................ 43
ECAM MESSAGE .......................................................................................................................... 43
APU FIRE CONTROLS & MESSAGES ................................................................................................. 46
CARGO COMPARTMENT FIRE CONTROLS & MESSAGES.................................................................. 46
ECAM MESSAGES ........................................................................................................................ 46
FIRE SYSTEM TEST ........................................................................................................................... 46
MAIN LANDING GEAR OVERHEAT DETECTION ................................................................................ 47
FLIGHT CONTROLS .............................................................................................................................. 48
AILERONS ........................................................................................................................................ 49
RUDDER .......................................................................................................................................... 50
ELEVATOR ....................................................................................................................................... 51
HORIZONTAL STABILIZER TRIM ....................................................................................................... 52
FLAPS AND SLATS ............................................................................................................................ 53
SPOILERS ......................................................................................................................................... 54
STALL PROTECTION SYSTEM ........................................................................................................... 55
FLIGHT INSTRUMENTS ........................................................................................................................ 56
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) .......................................................................... 57
DISPLAY REVERSION ........................................................................................................................ 58
DISPLAY CONTROL .......................................................................................................................... 58
AIR DATA SYSTEM ........................................................................................................................... 59
PITOT STATIC SYSTEM ..................................................................................................................... 59
AIR DATA ......................................................................................................................................... 59
AIR DATA REFERENCE (ARP) PANELS ............................................................................................... 60
ALTITUDE ALERTS ............................................................................................................................ 63
LOW SPEED CUE .............................................................................................................................. 63
AIR DATA REVERSION ...................................................................................................................... 63
RADIO ALTIMETER SYSTEM ............................................................................................................. 64
INERTIAL REFERENCE SYSTEM ......................................................................................................... 65
DISPLAY REVERSION .................................................................................................................... 66
STANDBY INSTRUMENTS AND CLOCKS ........................................................................................... 67
INTEGRATED STANDBY INSTRUMENT ......................................................................................... 67
STANDBY COMPASS .................................................................................................................... 68
CLOCKS ........................................................................................................................................ 69
FUEL SYSTEM ...................................................................................................................................... 70
FUEL TANKS / STORAGE .................................................................................................................. 70
FUEL MANAGEMENT (TRANSFER/CROSSFLOW) & DISTRIBUTION .................................................. 70
FUEL QUANTITY GAUGING .............................................................................................................. 72
HYDRAULIC POWER ............................................................................................................................ 74
ICE & RAIN PROTECTION ..................................................................................................................... 77
ICE DETECTION SYSTEM .................................................................................................................. 78
WING AND COWL ANTI-ICE SYSTEM ............................................................................................... 79
AIR DATA ANTI-ICE SYSTEM ............................................................................................................ 80
WINDSHIELD AND SIDE WINDOW ANTI-ICE SYSTEM ...................................................................... 81
WINDSHIELD WIPER SYSTEM .......................................................................................................... 81
LANDING GEAR ................................................................................................................................... 82
BRAKE SYSTEM ................................................................................................................................ 83
PARKING BRAKE .......................................................................................................................... 83
BRAKE TEMPERATURE MONITORING SYSTEM ............................................................................ 84
ANTI-SKID .................................................................................................................................... 85
NOSE WHEEL STEERING SYSTEM ................................................................................................. 86
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LIGHTING ............................................................................................................................................ 87
COCKPIT LIGHTING .......................................................................................................................... 87
PASSENGER COMPARTMENT LIGHTING .......................................................................................... 88
EXTERNAL LIGHTING ....................................................................................................................... 89
EMERGENCY LIGHTING ................................................................................................................... 91
NAVIGATION SYSTEMS ........................................................................................................................ 91
FLIGHT MANAGEMENT SYSTEM (FMS) ........................................................................................... 92
WHERE TO FIND THE FMS/CDU AND BASIC LAYOUT ...................................................................... 92
PREFLIGHT SETUP AND SEQUENCE OF PAGES ................................................................................ 96
GLOBAL POSITIONING SYSTEM (GPS).............................................................................................. 97
VHF NAVIGATION ............................................................................................................................ 97
AUTOMATIC DIRECTION FINDER (ADF) ......................................................................................... 100
DISTANCE MEASURING EQUIPMENT (DME) ................................................................................. 101
AIR TRAFFIC CONTROL TRANSPONDER SYSTEM (ACT) .................................................................. 103
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS) ....................................................... 104
TRAFFIC ADVISORY (TA) ............................................................................................................ 106
RESOLUTION ADVISORY (RA) .................................................................................................... 106
AURAL WARNING ...................................................................................................................... 107
GROUND PROXIMITY WARNING SYSTEM (GPWS) ........................................................................ 107
MODE 1 – EXCESSIVE DESCENT RATE ........................................................................................ 109
MODE 2 – EXCESSIVE TERRAIN CLOSURE RATE ......................................................................... 109
MODE 3 – ALTITUDE LOSS AFTER TAKE-OFF ............................................................................. 109
MODE 4 – UNSAFE TERRAIN CLEARANCE .................................................................................. 110
MODE 5 – BELOW GLIDESLOPE ALERT ...................................................................................... 110
MODE 6 – CALLOUTS (DESCENT BELOW MINIMUM, ALTITUDE CALLOUTS AND BANK ANGLE
ALERT) ....................................................................................................................................... 110
MODE 7 –WINDSHEAR DETECTION AND ALERTING .................................................................. 110
TERRAIN / OBSTACLE AWARENESS ALERTING AND DISPLAY .................................................... 112
WEATHER RADAR (WXR) ............................................................................................................... 113
POWER PLANT .................................................................................................................................. 114
THRUST CONTROL ......................................................................................................................... 115
FULL AUTHORITY DIGITAL ELECTRONIC CONTROL (FADEC) .......................................................... 117
FLEX POWER ................................................................................................................................. 118
AUTOMATIC POWER RESERVE (APR) ............................................................................................ 118
HIGH POWER SCHEDULE ........................................................................................................... 119
N1 AND N2 SYNCHRONISATION ..................................................................................................... 119
ENGINE OVERSPEED PROTECTION ................................................................................................ 119
ENGINE N2 INDICATIONS WHEN USING WING ANTI-ICE ............................................................... 119
STARTING AND IGNITION SYSTEM ................................................................................................ 119
OIL SYSTEM ................................................................................................................................... 121
FUEL SYSTEM ................................................................................................................................ 122
INTERTURBINE TEMPERATURE (ITT) MONITORING ...................................................................... 123
VIBRATION MONITORING ............................................................................................................. 123
REVERSE THRUST .......................................................................................................................... 124
PNEUMATICS .................................................................................................................................... 125
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AUXILLIARY POWER UNIT
The CRJ700 and CRJ900 are both equipped with an Allied Signal RE 220 (RJ) auxiliary power unit (APU). The
APU is technically a gas-turbine and it is used to provide electrical power and even more important
compressed air.
The APU is basically comprised of three stages: a compressor followed by a combustion chamber and a
turbine. The APU is started by an electrical motor which rotates the APUs main shaft until it gained enough
speed so that fuel can be injected into the combustion chamber. The fuel burns and hence tries to expand
which accelerates the air even further. The turbine on the other hand drives a generator – so the turbine
converts the accelerated airflow into electrical power. As you can see the basic principle of an APU and an
aircraft engine are technical the same. The major difference is that the APU is not used to produce thrust
therefore APUs are also much smaller than aircraft engines.
Apart from electrical power, bleed air is also drawn from the APU to supply the packs or also the engine
starters (the aircrafts engines are usually started with pneumatic air).
Thus, it is mainly use during aircraft preparation and engine start. Nevertheless, it may also be used as a
backup once an engine failed / was switched off.
The air-inlet-flap of the APU is used to control airflow into the APU. The flaps position is controlled
automatically by the built-in electronics.
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AURAL/VISUAL INDICATING & RECORDING
All aircraft systems do have sensors to detect
abnormal settings or behaviour. All systems –
including the engines – report this information to
two central processing units: the data
concentrator units (1 & 2). The interface to the
pilots is the engine indication and crew alerting
system (EICAS). Certain messages do also trigger
audio signals or trigger the master warning or
master caution light.
The EICAS is comprised of two units – called
EICAS Display 1 & 2 (ED1 and ED2) – basically the
left and the right EICAS display: The left EICAS is called ED1 and the right EICAS ED2.
Normally ED1 displays the primary page and ED2 displays the status page. The EICAS control panel on the
lower pedestal enables the pilots to select if the primary, the secondary or a synoptic page is displayed on
either ED. Please us the display reversion control panels to change whether the primary or secondary is
displayed on ED1 or ED2 respectively. The EICAS source selector panel allows the pilot to select where all EICAS
information is displayed. You may choose between ED1 or ED2 or both (default).
The EICAS primary page displays the following information:
1. Engine compressor and turbine speeds (N1 and N2
rpm)
2. Engine temperature (ITT)
3. Fuel flow (FF)
Oil pressure and temperature
Engine vibration data
4. Landing gear position
5. Slat/flap position
6. Fuel tank quantities and total fuel
7. Crew alerting system (CAS) messages in the form
of red warning and amber caution messages
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The EICAS status page displays the following information:
1. Flight control trim indications
2. Auxiliary power unit (APU) indications such as APU
RPM, exhaust gas temperature (EGT) and APU inlet
door status
3. Pressurization data such as cabin altitude, cabin rate
of change, cabin pressure differential, and landing
field elevation
4. Oxygen system pressure
5. Brake system temperature readouts
6. Crew alerting system (CAS) messages in the form of
green advisory and white status messages
• Aircraft systems synoptic pages (via the EICAS
control panel)
See next section for more details
• MENU page (via the EICAS control panel) allows
reset of the fuel used indicator and displays the
engine oil quantity
See respective section of this chapter.
EICAS CONTROL PANEL
The EICAS Control Panel enables you to open the
different aircraft system synoptic pages.
The panel itself is found on the upper pedestal. The
following pushbuttons, respective system pages are
available:
• PRI: Opens Primary Page (normally displayed on ED1) on secondary display (ED2)
• STAT: Displays Status Page. A second push removes all status messages / open further status
messages if several pages of status messages exist.
• Synoptic Pages
o ECS: Opens Environmental Control System page
o HYD: Opens Hydraulic system page
o ELEC: Opens Electrical system page
o FUEL: Opens Fuel system page
o F/CTL: Open Flight Controls system page
o A/ICE: Opens Anti-Ice system page
o DOORS: Opens Door system page
o MENU: Opens the menu page
• SEL: Selector – used to activate a selected item. A change in colour will indicate selection
• CAS: Removes caution messages from primary display. Previously invisible messages get displayed
• UP: Controls cursor
• DN: Controls cursor
• STEP: Steps through pages of secondary page if available
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DISP L A Y REVERSION
In case EICAS display ED1 fails, ED2 will automatically switch to primary page. In case EICAS display ED2 fails,
there is no automatic switch. With either display failed, the EICAS control panel is rendered inoperative. Please
switch the EICAS selector on the SOURCE SELECTOR PANEL to the operative display (ED1 or ED2). This reenables you to select and display the EICAS information on the selected display.
Furthermore, a revisionary panel is installed on either pilot’s side panel. They offer three positions:
• PFD 1, respective PFD 2
Switches the respective primary flight display (PFD1 = pilot, PFD 2 = co-pilot) to the adjacent MFD.
• NORM
PFD and MFD in normal operation
• EICAS
Shows the EICAS ED1 display on the MFD.
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AURA L WARNING S / AUDIO SIGNALS
The following table shows the available aural warnings / audio signals.
Sound
Indication
Warbler
Stall
Windshear
Windshear
Whoop – Whoop
GPWS (excessive descent or closure rate)
Fire bell
Fire warnings
Clacker
Excessive stabilizer trim Movement
VMO/MMO exceedance
Airspeed too high for current flap setting
Cavalry Charge
Autopilot disconnect
Horn
Gear warning (not down)
Triple chime
Warning tone (indicates an aircraft system voice advisory)
C-chord
Altitude alert
Single chime
Caution tone (indicates an aircraft system voice advisory)
Faulty aural warnings may result from a defective DCU. There are
two guarded pushbuttons on the co-pilots side panel – called the
audio warning panel – to switch off the affected DCU. Open the
guard and press the pushbutton to deactivate the DCU. Switching
a DCU off triggers respective EICAS messages and the pushbutton
will illuminate white.
MASTE R WARNI N G LIGHT
There is a master warning light on either side – the pilot’s and the co-pilot’s side. In case a warning is triggered,
both lights come on and stay flashing if the warning exists or the warning light is pushed by the pilot or copilot. The aural warning and flashing light stay off until the next warning is triggered.
In the following cases the aural warning may
not be muted:
• Stall warbler
• Stabilizer trim clacker
• GPWS/TCAS (voices and aural)
• AP Disconnect cavalry charge
• Overspeed clacker
• Configuration warnings
• Flap clacker
• Gear Horn
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MASTE R CAUTIO N LIGHT
Positioned right next to the master warning
light is the master caution light. It works the
same way the master warning light does.
In the following two cases the master caution
may not be muted:
• GPWS and TCAS voice alerts
• Altitude alert (C-chord) aural
CREW ALERTING SYSTEM ( C AS)
All warning / caution messages are sorted by priority / urgency and order of occurrence. The CAS works with
four categories of messages, with different colour codes and behaviour, indicated in the following table.
In case the triggering condition / fault is removed the message will disappear from the EICAS again. New
messages are added on top according their priority / category.
If the number of message exceeds the available lines in the EICAS, the message “PAGE 1/2” appears in red. All
further messages are available on the following page(s). Press the CAS button to access the messages on the
second side.
When messages are excluded from view by pressing the CAS button a “MSGS” message appears in the EICAS
reminding the crew of the excluded messages. Same goes for advisories and status messages on the STAT
page.
Category
Aural
Warning
Master warning /
master caution
Color
code
Sort order
Displayed
on ED1 /
ED2
Removeable
from EICAS?
Warning
Triple chime
Or voice
Master warning
Red
top
ED1
No
Caution
Single chime
Master caution
amber
Below
warnings
ED1
Yes – CAS
button
Advisory
No
No
Green
Top of ED2
ED2
No – unless
condition is
removed
Status
No
No
White
Below
advisory
ED2
Yes – STAT
button
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To reduce information during flight phases with high stress level, the DCUs filter information:
Inhibit
Inhibit is enabled when:
Inhibit is removed when:
Initial take-off
• Left and right engine N1 is greater than
79%,
• weight-on-wheels, and airspeed is less
than 100 knots.
• Left and right engine N1 is less than
67.6%, or
• Airplane is in the final take-off phase
Final take-off
• Left and right engine N1 is greater
than 79%, and
• airspeed transitions to greater than
100 knots.
• Left and right engine N1 is less than
67.6%, or
• Radio altitude is greater than 400 ft
AGL, or
• 30 seconds after ground to air
transition.
Aircraft System
Warning Message
(Inhibited during take-off)
Aural
(Inhibited during take-off)
Environmental Control
System
CABIN ALT Cabin Pressure
Flight Controls
Overspeed Clacker
Landing Gear
• GEAR DISAGREE
• NOSE DOOR OPEN
• Gear Disagree
• Nose Door
Landing
• Radio altitude transitions to less than
400 ft AGL, and
• landing gear down and locked.
• 30 seconds after air to ground
transition or
• Radio altitude transitions from less
than 400 ft to greater than 400 ft.
Aircraft System
Warning Message
(Inhibited during take-off)
Aural
(Inhibited during take-off)
Auxiliary Power Unit
APU OVERTEMP
APU
Doors
PASSENGER DOOR
Door
Environmental Control
System
• CABIN ALT
• DIFF PRESS
• Cabin Pressure
• Cabin Pressure
Ice and Rain Protection
• ANTI-ICE DUCT
• L COWL A/I DUCT
• R COWL A/I DUCT
• WING OVHT
• Anti-Ice Duct
• Anti-Ice Duct
• Anti-Ice Duct
• Wing Overheat
Landing Gear
NOSE DOOR OPEN
Node Door
Power Plant
• L ENG OIL PRESS
• R ENG OIL PRESS
• Engine Oil
• Engine Oil
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In a similar fashion the cautions are inhibited as well. There are several caution messages which are not
inhibited though:
Airplane system
Caution message (not inhibited)
Automatic Flight Control System
YAW DAMPER
Auxiliary Power Unit
APU LCV CLSD
Fire Protection
FIRE SYS FAULT
Flight Controls
• GLD NOT ARMED
• GLD UNSAFE
• GND SPLR DEPLOY
• IB (OB) FLT SPLRS
• IB (OB) GND SPLRS
• IB (OB) SPOILERONS
• PITCH FEEL
• RUD LIMITER
• SLATS FAIL
• SPOILERONS ROLL
• STAB TRIM
• STAB TRIM LIMIT
• STALL FAIL
Flight Instruments
EFIS COMP MON
Hydraulic Power
HYD 1 (2) (3) LO PRESS
• ICE
• ICE DET FAIL
• L (R) COWL A/I OPEN
• L (R) WING A/I
Landing Gear
• A/SKID INBD (OUTBD)
• IB (OB) BRAKE PRESS
• PROX SYSTEM
• WOW INPUT (OUTPUT)
Pneumatic
• ANTI-ICE DUCT
• L (R) BLEED DUCT
• L (R) COWL LOOP
Power Plant
• L (R) ENG FLAMEOUT
• L (R) ENG SRG CLSD
• L (R) FADEC
• L (R) FADEC OVHT
• L (R) REV INOP
• L (R) REV UNLOCKED
• L (R) REV UNSAFE
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TAKE -OFF WARNI NG
A lot of aircraft do have take-off configuration warning. The actuals aircraft is checked according a
pre-defined logic and in case a deviation is recognized, the crew is informed. The CRJ does this
automatically as soon as the engines are accelerated beyond 70% N1.
The following systems / conditions are checked:
Condition
Voice Message
EICAS Message
Autopilot engaged
Config autopilot
CONFIG AP
Flaps not in take-off position
Config flaps
CONFIG FLAPS
All spoilers not in take-off position
(down)
Config spoilers
CONFIG SPLRS
Horizontal stabilizer outside take-off
range (green band)
Config trim
CONFIG STAB
Parking brake set
Config Brakes
PARKING BRAKE SET
Rudder trim outside of take-off
range (trim > ±1 degree)
Config trim
CONFIG RUDDER
Aileron trim outside of take-off range
(trim > ±1 degree)
Config trim
CONFIG AILERON
If the aircraft detects a deviation it is considered unsafe for take-off. Aural and warning messages
will indicate if such a condition is detected. Furthermore, both MASTER WARNING lights come on.
As soon as the triggering system is corrected, the warning is silenced.
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LANDI NG CONFIG WARNING
Like the take-off configuration the landing configuration is automatically checked, too. A deviation will be
indicated by the landing gear horn. Two minutes after lift-off (ground to air transition) the mechanism is armed
and will sound if one of the following conditions exists:
OR
AND
AND
OR
AND
OR
• Radio altitude < 500 ft
• Both throttles at less than maximum landing setting
OR
• Flaps > 30°
• Both throttles at less than maximum landing setting
OR
• Any one throttle is at IDLE with the landing gear warning horn muted
• Airspeed < 170 kts
• Flaps > 30°
OR
• Airspeed < 190 kts
• Flats / slats = 0
• Radio altimeter OR throttle is not valid
• Radio altitude is less than 1000 ft AGL
• vertical speed less than -400 ft/min
• No windshear warning or a windshear warning with a windshear monitor failure
• Radio altitude is less than 1000 ft AGL
• vertical speed OR GPWS not valid
The “Too low gear” aural warning is heard if:
• any landing gear is not down and locked
• radio altitude less than 500 ft AGL
• indicated airspeed at less than 190 knots.
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MENU PAGE
The MENU page is divided into three sections: menu section, confirmation section and parameter readout. A
cursor on the left side of the screen is controlled by the UP/DN buttons on the EICAS control panel (ECP). The
SELECT button on the ECP is used to select a line item.
The menu list contains a single FUEL USED RESET line. When the line is selected, the ACCEPT/CANCEL
selections in the confirmation section are used to accept or cancel the request to reset to zero the “Fuel Used”
indication, on the FUEL synoptic page.
The parameter readouts section contains the engine OIL LEVEL indications.
FLIG HT DATA RECORDER
Real aircraft are equipped with flight data and voice recorders. The CRJ’s flight data recorder saves different
information for 25hrs of flight. The FDR automatically starts recording as soon as the BEACON light, STROBE
light is switched ON or a take-off-like condition is detected via the wheels. In case the pilots want to mark a
certain event, they can push the FDR event button for 2 seconds and a timestamp is saved.
The voice recorder saves the last 120 minutes of cockpit communication and passenger announcements as
soon as the aircraft is powered up.
AUTOMATIC FLIGHT CONTROL SYSTEM
The automatic flight control system consists of several systems:
• Flight Director
• Autopilot
• Flight control computers
• Two yaw dampers
• Automatic elevator trim
• Servos / actuators
The flight director computes a flight path which needs to be followed to archive certain pre-set constraints (i.e.
climb at a pre-defined speed to a pre-set altitude). The autopilot computes the required flight control’s
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deflections / trim adjustment to archive the commanded flight path. The flight control computers, FCCs,
calculation are based on data from the inertial reference system and air data computers.
Further input sources are selections made on the flight control panel, flight management computer outputs
and radio system outputs.
FLIG H T DIRECTOR
At this point we like to emphasize the difference between the flight director and the autopilot again. The flight
director indicates the needed attitude to archive a pre-set flight path based on selected mode by means of two
cross-hair bars or a v-shaped indication on the PFD’s attitude direction indicator. The flight director does not
control any actuator, flight controls, engine parameters or such to follow the flight path. It is solely for
indication.
The autopilot on the other hand controls the flight control’s servos and actuators to make the aircraft fly along
the pre-set flight path in accordance with the programmed modes. Basically, the autopilot will do everything
needed to follow the flight director.
Bear in mind that the CRJ has no auto throttle – during take-off, climb and go-around you get help from the
FADEC and fixed throttle detents (see later chapters) but especially during descent and levelling off after
descent you must monitor speed closely and adjust thrust as necessary.
The programmed / selected modes are split up in lateral and vertical modes and are presented on the PFD on
top of the attitude direction indicator. The following section introduces and explains the available modes.
Click the FD pushbutton to activate and deactivate the flight director.
Dave allows you to select different types of flight directors as this
differs between companies.
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FLIG H T MODE AN NUNCIATO R – LATERAL MODES
Mode
Commanded attitude
Annunciation
Select
Cancel
Take-off
mode
On ground: wings level
After lift-off: heading hold
Bank angle ≤ 5°
TOGA button
on thrust
lever
Synchronize FDs
Select different
lateral mode
Navigation
mode
Capture and follow a track to a
navigation source
Nav source
„VOR1/2,
LOC1/2 or
FMS1/2“
illuminates in
green
NAV button
Heading
select
mode
Capture and hold selected heading
Green HDG
message
Push HDG
knob
Select different
lateral mode
Back
course
mode
Capture and hold selected back
course
Green B/C ½
message
Push B/C
switch
Push B/C switch
again or selecting
another lateral
mode
Roll mode
Holds the existing heading. Given
the roll angle upon initiation was
not over 5°
Green ROLL
message
Roll mode is
selected
automatically
if no other
lateral mode
is active
Selecting any
other lateral
mode
Half bank
mode
Reduces maximum bank angle by
50%
White ½ BNK
message
Push ½ BANK
switch or
climbing
through
31,600ft
Pushing ½ BANK
again
Lateral goaround
mode
Heading Hold command, 5° bank
limit, clears all other modes, turns
on both flight directors and turns
off the autopilot
Green GA
message
Press of
TOGA button
on thrust
lever
Selecting
Synchronization
or selecting
another lateral
mode
Approach
mode
Commands to capture and track
the selected navigation source. In
case no valid navigation source is
received, the mode arms but
tracking won’t work. Automatically
selects glideslope mode
Green message
of the used
navigation
source: VOR ½,
LOC ½, FMS ½.
Press APPR
switch.
Press APPR
switch again,
selecting another
lateral mode,
changing nav
source
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FLIG H T MODE AN NUNCIATO R – VERTICAL MODES
Mode
Commanded attitude
Annunciation
Select
Cancel
Vertical
Take-off
mode
Generates a fixed pitch-up
command (pitch angle depends
on take-off speed and difference
between V2 and VR – loss of an
engine reduces commanded
pitch)
clears all other modes, turns on
both flight directors and turns
off the autopilot
Green TO
message
Press of TOGA
button on thrust
lever
Press TOGA switch
again
Engage autopilot
Select
synchronization
Select another
active mode
Pitch
mode
Command to maintain pitch
angle at activation.
Reference value may be altered
using the VS pitch wheel (1/2degree change per click).
When preselecting an altitude –
altitude preselect mode must be
activated before activating pitch
mode
Green PTCH
message
Pitch mode is
automatically
selected when
the flight
director is
activated.
Rotating the VS
pitch wheel also
activates the
pitch mode
(unless in
glideslope
capture or VS
mode)
Selecting a vertical
hold mode
Selecting a vertical
mode capture
Altitude
Hold
mode
Generates commands to
capture and hold selected
altitude.
When the mode is selected, it
sets the current altitude as
reference.
Green ALT
message
Press ALT switch
Press ALT switch
again
Selecting a vertical
hold mode
Vertical mode
capture
Altitude
preselect
mode
Generates commands to
capture and maintain a
preselected altitude. The
preselected value is displayed
on the PFD.
The capture point depends on
the closure rate.
In case the altitude is reselected
during altitude capture (within
200ft of the preselected
altitude), the flight director will
ignore the new setting and
capture the preselected
altitude.
As soon as altitude is captured,
the flight director switches to
altitude hold mode.
Annunciated
by white ALTS
message.
Alt capture is
indicated by
green ALT CAP
message.
It is
automatically
selected as soon
as any vertical
mode (except
glideslope
capture) is
activated.
Cleared by
glideslope capture
or altitude capture
and switching to
altitude hold mode.
Speed
mode
(CLB, DES,
IAS)
Commands pitch in order to
capture and maintain and
preselected airspeed.
Speed is selected by turning the
speed knob.
IAS CLB or IAS
DES
Push the SPEED
knob
Selecting another
vertical capture
mode
Deactivate autopilot
and flight director.
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As soon as the autopilot is
activated or synchronization is
activated the current airspeed is
selected as the reference speed.
Capture of
preselected altitude
automatically
deactivates speed
mode.
Vertical
speed
mode
Generates commands to
maintain and preselected
vertical speed.
The selected vertical speed is
displayed on the PFD and may
be selected in a range of ±
12,000 ft/min using the pitch
wheel.
As soon as the autopilot is
engaged or synchronization
selected, the reference vertical
speed is set to the current
vertical speed.
In case a new altitude is
preselected, the altitude must
be preset before activating VS
mode.
Green
VS #.# or
VS #.#
The #.# shows
the current
vertical speed
in thousands
of feet/minute
Push the VS
switch
Push VS switch
again.
Selecting a different
vertical mode
Capture of
preselected altitude
automatically
deactivates vertical
speed mode.
Glideslope
mode
Generates commands to
capture and follow a glideslope
signal. Capture may be
performed from above and
below the glideslope.
Green GS
message
Glideslope mode
is activated
automatically,
when APR mode
is active, the
aircraft is flying
towards
(inbound) a
navigation
source with a
valid glideslope
signal.
Turning outbound
or dialling in a
different navigation
source, deactivating
APP mode clears
glideslope mode.
Vertical
go-around
mode
Fixed pitch-up command. The
commanded pitch angle
depends on if both engines are
running or one engine is
inoperative.
Activation automatically turns
on both flight directors
disengages both autopilots and
clears all other modes.
The resulting autopilot
disengagement warning sound
may be cancelled by pressing
the TOGA switch again.
Green GA
message
Press TOGA
switch on thrust
lever
Engaging the
autopilot.
Selecting
synchronization.
Selection /
capturing or
another active
mode.
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SYNC H RONIZATION
Synchronization enables you to synchronize the flight director bars with the current flight attitude.
The Sync switch on the yoke is
not simulated (because it is
hidden on the backside of the
yoke), so you must use the
standard key assignment “flight
director synchronization”. Please
note this standard key is NOT
assigned in FS/P3D so you must
assign a key to it before it can be used. We used [control]-[shift]-[s].
It has no effect in case the autopilot is engaged and only certain lateral and vertical modes allow
synchronization:
• Lateral
• Bank mode
• Vertical
• IAS mode
• MACH mode
• VS mode
Synchronization is annunciated by an amber SYNC indication on the
PFD. The message disappears after 3 seconds.
ALTITUDE ALERT SYSTEM
The pilots are notified on the PFD in case they are reaching /
leaving a preselected or selected altitude. The respective advisories
are all displayed on the PFD but in two different places:
• The readouts and bugs change colours and state according
the following rules:
• Approx. 1,000ft before reaching a preselected altitude an
aural warning for approx. 1 second is sounded, and the
readout and bugs flash in magenta for approx. 4 seconds
• Within 200ft of the (pre-)selected altitude the readout and
bugs come steady to indicate altitude capture
• In case the aircraft deviates for more than 200ft from the
selected altitude after capture, a 1 second tone will sound
and the readout and altitude bugs will start to flash amber
(and continue if the deviation occurs or the warning is
cancelled by pressing the ALT switch or selecting a
different altitude)
• In case the aircraft is 200ft below the selected altitude the flashing magenta bugs and readout will
cancel
• If the aircraft deviates further (± 1,000ft) from the selected altitude a 1 second tone sounds
• As soon as the aircraft is again within 200ft of the selected altitude the readout and bugs will cease to
flash
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AUTOPILOT
The installed autopilot is a two-axes, digital, fail-passive autopilot. It commands input to the ailerons, elevators
and rudder via the flight control computers, FCCs.
To activate the autopilot the following requirements need to be fulfilled:
• All flight control computers (FCC) are operative
• At least one channel of horizontal trim is available
• At least one yaw damper is engaged
• At least one IRS system is available
• At least one air data computer (ADC) is available
• No significant instability of the aircraft
When flying through turbulent weather autopilot’s corrective signals might reduce passenger comfort. By
selecting the turbulence mode, the intensity of signals is reduced to smooth aircraft motion. Turbulence mode
is automatically cleared as soon as a localizer is captured. The autopilot is activated with the AP ENG
pushbutton and can be deselected by the AP DISC push bar.
The autopilot can also be disengaged by any of the following
controls.
1. Push AP/SP DISC switch on control when – this
equals the autopilot disengage button / key
assignment within FS.
2. Push the AP ENG switch on the flight control panel
3. Lower the AP DISC switch-bar on the right flight control panel
4. Operating the stabilizer trim
5. Pressing the TOGA switch on the thrust levers
6. Disengaging yaw damper by pressing the DISC pushbutton on the yaw damper panel
Disengagement of the autopilot is indicated by an aural warning (cavalry charge) and the AP indications on the
PFDs turns red. After two repetitions of the cavalry charge the warning is cancelled automatically.
Automatic disengagement of the autopilot occurs:
• In case both yaw dampers are disengaged or fail
• In case a failure in the FCC monitoring circuit is detected (not simulated)
• In case a stall warning is triggered
• During a windshear and the subsequent clearance procedure.
It automatically disconnects approx. 2 seconds after the windshear warning
In case the autopilot is disengaged automatically, the following warnings (aural and flashing red AP indication
on the PFD) may be cancelled by pressing the AP/SP DISC switch or either TOGA switch.
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COMMUNICATIONS
Some parts of the communication systems cannot be modelled and are not integrated in this package like the
crew / passenger addressing system, boarding music system, external communication panels, attendant
headsets or similar. So, the communication system basically consists of the
• Audio control panel
• Interphone panel on the centre pedestal
• Intercom control panel
• The radio tuning units
AUDI O CONTROL PANEL
The audio control panel is part of the audio integrating system. The audio integrating system provides display
and control for all incoming and outgoing audio signals of the aircraft’s navigation and communication system.
Three audio control panels are the interface between the crew and the audio integrating system.
1. Transmit Selector: Selects the
communication system, only one can be
active.
2. Receive pushbuttons: Click to select and
deselect.
3. Voice/Both: At voice only the voice
transmissions are audible, at both voice and
station indentification are audible.
4. DME Ident selector: Press to select
5. ADF Ident selector: Press to select
6. NAV Ident selector: Press to select
7. MKR Ident selector: Press to select
The other functions are not simulated.
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INTE RPHONE AND INTERC O M CONTROL PANEL
The interphone panel on the centre pedestal is part of the ground crew
interphone. The ground crew interphone is used to establish
communication between crew in- and outside of the aircraft (like during
pushback, engine start, aircraft maintenance). Hence there are several
panels in and outside the aircraft to establish communication. The interphone panel on the pedestal is the only
one modelled and as the counterparts are missing as outside crew there is no function associated with the
ground crew call button which is normally used to establish communication to an outside crew.
The intercom control panel is used for in-airplanecommunication and it faces similar limitations like the
interphone panel. It is not simulated, on the real plane, it offers
four modes of communication:
• PA: Used to address passengers – turns green when activated / pushed
• CHIME: Sounds a chime in the cabin
• CALL: Sounds a chime in the cabin and enables intercom to the flight attendants – turns green when
activated / pushed
• EMER: Used for emergency calls from the flight deck to the flight attendants – flashed in amber when
activated / pushed
RADI O TUNING UNIT (RTU)
Two VHF (very high frequency) communication systems provide AM (amplitude modulation) voice
communication with ground stations and other aircraft. They operate in a range from 118.000 to 136.975 MHz
They are tuned by via the radio tuning units in normal operation and in case both RTUs fail a backup tuning
unit provides tuning for communication system 1.
The radio tuning units, RTU, are associated with the side they are installed on. Hence the left RTU controls
COM 1 and NAV 1 and the right RTU controls COM 2 and NAV 2.
1. FREQUENCY READOUT: The current active frequency is shown in green
2. SELECT KEY: Push once to directly tune the active frequency, push twice to open COM main page
3. TUNING WINDOW: The while box indicates the frequency that can be adjusted
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4. PRE /RECALL: PRE-indicates the frequency was changed, RECALL indicates the frequency was
swapped with the active frequency
5. PRE-SET FREQUENCY: The Preset frequency (shown in white) can be swapped with the active
frequency
6. FREQUENCY SWAP: Push to swap active with Preset
7. ADJUST FREQUENCY: in 25 kHz steps (COM) or 50 kHz steps (NAV)
8. ADJUST FREQUENCY: in 1 MHz steps
9. IDENT: Sends ATC Ident
10. DME-H: Locks frequency for DME measuring.
11. 1/2: Swaps COM1/NAV1/ADF1 with COM2/NAV2/ADF2
12. TCAS: Push to open TCAS menu
COMS MENU
The COMS menu can be accessed by double clicking the
COM select button (see #2 in previous image). It allows the
toggling of Squelch.
TCAS MENU
The TCAS menu can be opened with the TCAS select
button (see #12).
1. MODE: switch between Auto, Standby and Traffic
Advisory Only
2. ALT: Toggles between relative (difference in
altitude between aircraft and target) or absolute
altitude display
3. TEST: Runs a test program
4. RETURN: back to main RTU menu
5. TRAFFIC: toggles display of traffic symbols on
MDF
6. ABOVE: Shows traffic above altitude (can be selected with BELOW)
7. NORM: Standard display
8. BELOW: Shows traffic below altitude (can be selected with ABOVE)
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BACKUP TUNING UNIT
The backup tuning unit provides a spare / backup in case both RTUs fail. Normally the backup tuning unit stays
in standby mode the entire flight. As soon as it is switched on it takes control of COM1 and NAV 1.
1. RTU INHIBIT: Disables either RTU
2. FREQUENCY DISPLAY: Shows COM1
(upper) and NAV1) lower, TX is displayed
to indicate transmission
3. TUNING SELECTOR: Toggles between
tuning COM1 and NAV1
4. FMS TUNE INHIBIT: Stops FMS Autotune
function
5. ATC SEL: To select the active transponder
6. MODE SELECTOR:
a. OFF: Display off
b. STB: Displays the frequency shown in RTU1
c. ON: Frequency is controlled by the tuning knob
d. SQ OFF: Squelch selected off
7. TUNING KNOB: To set frequency
ELECTRICAL
The CRJ’s electrical system can be split into an alternating current, AC, subsystem and a direct current, DC,
subsystem. The alternating current, AC system is supplied with power from the engine generators (integrated
drive generators, IDGs), the auxiliary power unit’s generator or the air driven generator, ADG (which is a
backup in case both IDGs fail). The direct current, DC, system is supplied with power from two transformer
rectifier units, TRUs, the main battery, or the APU battery. The TRUs convert alternating current to direct
current. To reload both batteries, battery chargers are installed as well.
Both subsystems use computers to ensure the proper power distribution to the respective systems. The
following table shows the available AC and DC busses.
AC busses
DC busses
• AC BUS 1
• AC BUS 2
• AC ESSENTIAL BUS
• AC SERVICE BUS
• ADG BUS
• DC BUS 1
• DC BUS 2
• DC ESSENTIAL BUS
• DC SERVICE BUS
• DC BATTERY BUS
• DC EMERGENCY BUS
• DC UTILITY BUS
• MAIN BATTERY DIRECT BUS
• APU BATTERY DIRECT BUS
Furthermore – when on ground – an external power receptacle is available which allows the CRJ to be supplied
with ground power. The electrical power panel on the overhead panel is used to control the electrical systems.
Error messages, warning or advisories are indicated on the EICAS.
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ALTE RNATING CURRENT, A C SYSTEM
During normal operation, the IDGs supply alternating current. The APU
may be used as a backup in case both IDGs fail. In case even the APU
fails, the CRJ is equipped with an Air Driven Generator, ADG, which is
basically a propeller which is extended into the airstream. The ADG can
provide enough power for the most important aircraft systems to be
still able to fly the aircraft.
The IDGs are monitored regarding temperatures, oil pressure and
supplied power. In case of exceedances the affected IDG can be
disconnected automatically. Nevertheless, there is also a possibility by
means of a switch light on the electrical power panel, to disconnect the
IDG manually.
Please bear in mind that a disconnected IDG (no matter if disconnected
automatically or manually) can only be reconnected on ground. Please
open Dave, go to the “Services / Maintenance” page to reconnect the
IDG. Disconnected IDGs are displayed in blue. Press on “Reconnect”
and “Save” to reconnect.
Before disconnecting you may try to reset the IDG by switching the generator switch on the electrical control
panel to OFF/RESET and then back to ON.
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The following table shows the power distribution in the AC system for normal operation:
AC BUS 1
AC BUS 2
AC ESSENTIAL
• Flight Recorder Power
• TRU 1
• Main Battery Charger
• Recirculating Fan 1
• Display Cooling Fan 2
• Lavatory Exhaust Fan
• Baggage Compartment
• Heater
• Slats and Flaps
Channel 1
• Pitch Trim Channel 1
• Hydraulic Pumps 3B
and 2B
• Hydraulic System Fan
• Left Windshield Heater
• TAT Probe Heater
• Right AOA Heater
• Right Pitot Heater
• Enhanced Ground
Proximity
• Warning System
(EGPWS)
• Engine Vibration
Monitor
• Avionics Cooling Fan 2
• ADG Heater
• TRU 2
• Essential TRU 2
• Recirculating Fan 2
• Galley Exhaust Fan
• Galley Heater
• Slats and Flaps
Channel 2
• Pitch Trim Channel 2
• Hydraulic Pumps 3A
and 1B
• Right Windshield
Heaters
• Right Window Heater
• Ice Detector 2
• Co-pilot Panel Integral
Lights
• Inertial Reference Unit
Fan
• Essential TRU 1
• Display Cooling Fan 1
• Avionics Cooling Fan 1
• Crossflow Pump
• Left Pitot Heater
• Standby Pitot Heater
• Left AOA Heater
• Ice Detector 1
• Left Window Heater
• Cabin Ceiling Lighting
• CB Panel Integral Lights
• Pilot Panel Integral Lights
• Overhead Panel Integral
• Lights
• Centre Panel Integral Lights
• Traffic Alert and Collision
• Avoidance System (TCAS)
• Engine Ignition A
AC SERVICE BUS
ADG BUS
• APU Charger
• Logo Lights
• Cabin Sidewall Lighting
• Cabin Ceiling Lighting
• Toilet
• Water System
• Hydraulic Pump 3B
• Pitch Trim 2
• Slats and Flaps #1
• Slats and Flaps #2
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CONTR OLS ON O VERHEAD PANEL
1. DC SERVICE: Connects the DC service bus to the APU battery direct bus
2. BATTER MASTER: Used to supply the battery bus with power from the APU or main direct busses.
Always ON in flight!
3. AC: External Power toggle
- AVAIL indicates connected source
- IN USE indicates AC busses are connected to external power unit
4. IDG1/2 DISCONNECT: Open guard and press push button to disconnect IDG1 (reconnect on ground
only!)
- DISC (white) indicates IDG is disconnected
- FAULT (amber) indicates low oil pressure or high temperature
5. AC ESS XFER: Switches essential bus feed from AC bus 1 to AC bus 2, switches automatic in case of
IDG1 failure
- ALTN (white) indicates essential bus is fed from AC bus 2
6. GEN 1: Used to switch generators between AUTO and OFF
7. AUTO XFER: Disables automatic transfer of respective IDG
- OFF indicates autotransfer is deactivated
- FAIL indicates a fault is preventing autotransfer
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EICAS SYNOPTI C PAGE – HOW TO OPEN AC & DC E LECTRIC A L SYNOPTI C PAGES
The AC and DC electrical synoptic page is opened via the EICAS
control panel by pressing the ELEC key (1) once to open the AC
electrical synoptic page and twice to open the DC electrical
synoptic page.
EICAS SYNOPTI C PAGE – ELE C TRICAL POWER SUPPLIED FROM ENGINES
On the EICAS Electrical displays the green flow lines show energized
busses, white lines show not energized busses.
EICAS DIGITAL
READOUT
GREEN
AMBER
WHITE
HALF INTENSITY AMBER
AMBER
DASHES
XXX kVA
Generator
loaded
Generator
overload
Generator not
loaded
Insufficient data
Invalid data
XXX V
Voltage in
range
-
Voltage not in
range
Insufficient data
Invalid data
XXX HZ
Frequency
in range
-
Frequency not
in range
Insufficient data
Invalid data
EICAS OUTLINE
GREEN
AMBER
WHITE
HALF
INTENSITY
AMBER
HALF
INTENSITY
CYAN
Bus powered
Bus not
powered or
voltage low
-
Invalid data
-
Generator on
Generator off
with engine /
APU running
Both
generator and
engine / APU
are off
Invalid data
-
Constant speed
drive on
Low oil
pressure or
high oil
temperature
Engine is off or
IDG is
disconnected
Invalid data
-
-
-
Engine / APU
off
Invalid data
Engine / APU
running and
ready to load
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EICAS SYNOPTI C PAGE – ELE C TRICAL POWER SUPPLIED FROM AIR DRI VEN GENER A TOR
EICAS DIGITAL READOUT
GREEN
WHITE
AMBER DASHES
XXX V
Between 108 and 130
volts
Less than 108 or more
than 130 volts
Invalid data
XXX HZ
Between 360 and 440 Hz
Less than 360 or more
than 440 Hz
Invalid data
EICAS OUTLINE
GREEN
WHITE
ADG outline green
ADG outline white
Voltage and frequency digital
readouts green
Voltage or frequency digital
readouts white
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