Aerosoft CRJ-700 Operation Manual Part 2

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Aerosoft – Digital Aviation

CRJ-700 CRJ-900

AOM PART 2

Revision Info

VOL

5-1-1

26-Jul-2017

Rev #

Date

Author

Change

Version

001

11-Oct-15

Start of documentation

0.90

002

31-Dec-16

Updating to new software

0.92

003

20- Apr-17

Finalizing

1.00

004

01-May-17

Updating to latest files

1.00

On behalf of Authority

Aerosoft – Digital Aviation

CRJ-70 & CRJ-900

AOM PART 2

Systems Description

VOL

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26-Jul-2017

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

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

Caution

Single chime

Master caution

amber

Below warnings

ED1

Yes – CAS button

Advisory

Green

Top of ED2

ED2

No – unless condition is removed

Status

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

Ice and Rain Protection

• ANTI-ICE DUCT

• L COWL A/I DUCT

• R COWL A/I DUCT

• WING OVHT

• Anti-Ice Duct

• Wing Overheat

Landing Gear

NOSE DOOR OPEN

Node Door

Power Plant

• L ENG OIL PRESS

• R ENG OIL PRESS

• 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:

AND

• Radio altitude < 500 ft

• Both throttles at less than maximum landing setting

• Flaps > 30°

• Both throttles at less than maximum landing setting

• Any one throttle is at IDLE with the landing gear warning horn muted

• Airspeed < 170 kts

• Flaps > 30°

• 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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Systems Description

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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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Systems Description

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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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EICAS SYNOPTI C PAGE – ELE C TRICAL POWER SUPPLIED FROM EXTERNA L POWER

Before you can connect an external power supply to your aircraft you need to set the parking brake and/or

chocks and then activate the power cart via Dave. So please open Dave and proceed to the “Services /

Maintenance” menu, then activate the chocks and ground power. Then press SAVE.

The green AVAIL light of the AC pushbutton on the overhead panel will illuminate as soon as the power supply is connected to the aircraft. Press pushbutton to accept power supply. Please note that engines and APU generators need to be off.

1. When External Power is available SERVICE CONFIGURATION will be displayed

2. When External Power is connected to the busses the Generator load, Voltage and Frequency will be displayed

EICAS MESSAG ES

For certain occurrences, messages are triggered on the EICAS ED1 and ED2 display.

• IDG 1/2 CAUTION (amber): Low oil pressure or high temperature

• GEN 1/2 CAUTION (amber): Generator(s) off

• GEN 1/2 CAUTION (amber): Generator load over 40 kVA

• APU GEN OFF CAUTION (amber): APU generator ready but off

• APU GEN OVLD CAUTION (amber): APU generator load over 40 kVA

• IDG 1/2 DISC (white): IDG(s) disconnected

• EMER PWR ONLY WARNING (red): ADG deployed

• AC BUS 1/2 CAUTION (amber) : Bus not powered

• AC ESS BUS CAUTION (amber) : AC essential bus voltage under 90 Volts

• AC 1/2 AUTOXFER CAUTION (amber) : Automatic bustransfer failed

• AC 1/2 AUTOXFER OFF (white): Automatic bustransfer deactivated

• AC ESS ALTN (white): Essential bus fed from AC bus 2

• ADG FAIL (white): Generator control unit failed

• ADG AUTO FAIL (white): ADG deployment control unit failed

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DIREC T CURRENT, DC SYSTEM

Direct power is supplied by four transformer rectifier units, TRUs and two batteries. The following table shows normal power distribution from the AC to the DC system:

INPUT BUS

TRU

OUTPUT BUS

AC BUS 1

TRU 1

DC BUS 1

AC BUS 2 TRU 2

DC BUS 2 / DC UTILITY BUS

ESSENTIAL TRU 2

DC BATTERY BUS

AC ESSENTIAL BUS

ESSENTIAL TRU 1

DC ESSENTIAL

ESS TRU 2 is normally supplied AC power from AC BUS 2. If AC BUS 2 is not available, ESS TRU 2 will be automatically supplied from the AC ESS BUS, via the ESS TRU 2 XFR switch.

Battery

location

Output voltage

Capacity

APU

Aft equipment compartment

24V DC

43 Ah (ampere hours) MAIN

Nose avionics compartment

24V DC

17 Ah (ampere hours)

1. TRU VOLTAGE / TRU LOAD

2. FLOW LINES: Green indicates bus energized, white indicates bus not energized

3. SERVICE CONFIGURATION: Indicates DC service is selected ON

4. BATTERY VOLTAGE / BATTERY LOAD

EICAS DIGITAL READOUT

GREEN

WHITE

AMBER DASHES

XX V (TRU)

Between 22 and 29 volts

Less than 22 volts or more than 29 volts

Invalid data

XX V (BAT)

Between 18 and 32 volts

Less than 18 volts or more than 32 volts

Invalid data

XX A (TRU)

Between 3.7 and

120.7 amps

Less than 3.7 amps or more than 120.7 amps

Invalid data

XX A (BAT)

Between 1.7 or not less than 12 volts

Less than 1.7 amps and less than 12 volts

Invalid data

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EICAS OUTLINE

GREEN

AMBER

WHITE

AMBER DASHES

Bus powered

Bus not powered

Invalid data

Not less than 18

volts

Less than 18

volts

Invalid data

Not less than 3.7

amps and not less

than 18 volts

Less than 3.7 amps

and less than 18

volts

Invalid data

Not less than 18

volts

Less than 18

volts

Invalid data

EICAS MESSAG E S

For certain occurrences, messages are triggered on the EICAS ED1 and ED2 display.

• APU / MAIN BATT OFF CAUTION (amber): APU or main battery is not available

• DC BUS 1/2 CAUTION (amber): DC bus not powered and AC bus 1 or 2 online

• DC EMER BUS CAUTION (amber): Emergency bus not powered

• DC ESS BUS CAUTION (amber): Essential bus not powered in flight / Essential bus not powered and AC

or APU generator on line on ground

• DC SERV BUS CAUTION (amber): Service bus not powered AND either DC bus 2 OR DC SERVICE is selected AND APU voltage > 18 volts

• BATTERY BUS CAUTION (amber): Battery bus not powered

• DC CROSS / DC MAIN / DC ESS TIE CLSD (white): Respective bus tie closed

• ESS TRU 2 XFR (white): Displayed when essential TRU 2 is powered by AC essential bus

• APU BAT / MAIN BAT CHGR (white): Battery not charging or overheating

• TRU 1/2 FAIL (white): TRU 1/2 voltage < 18 volt with AC BUS 1/2 online

OR main is closed with TRU 1/2 load < 3.7 amps

• ESS TRU 1/2 FAIL (white): Essential TRU 1/2 voltage < 18 volt with AC BUS 1/2 online OR main is closed with essential TRU 1/2 load < 3.7 amps

DC BUS 1

Flight Recorder Control EICAS Primary Display EICAS Secondary Display Left Lamp Driver Unit EICAS Dimming Data Loader Left IAPS Boarding Music Passenger Door Actuator ACPC Control 1 Baggage Compartment Control Fan Monitor Cabin Pressure Control 1 Cockpit Temperature Sensors Aft Cabin Temperature Sensors

ACS Control 2 Channel A Lavatory Smoke Detector SSCU 1 Channel A Pitch Feel 1 Radio Altimeter 1 Hydraulic Pump 2 and 3B Control Hydraulic System Fan Control Hydraulic System 2 Indication Anti-Ice Control Channel A Left T2 Heater Pilot Windshield Wiper Left Windshield Heater Control ADS Heater Control 2 Right Static Heaters

Brake Pressure Application PSEU Channel A Nose Wheel Steering Anti-Skid Left Cabin Reading Lights Cockpit Dome Light Taxi Lights Nose Landing Lights Cockpit Floor Lights Rear Anti-Collision Lights Wing Inspection Lights Maintenance Lights GPS 1 DME 1 Weather Radar

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DC BUS 2

Right IAPS Right AFCS Right IAPS Fan Observer Audio VHF Communication 2 RTU 2 Service Bus Feed ACPC Control 2 Left ACS Pressure Sensors Cabin Pressure Control 2 Galley Heater Control Fwd Cabin Temperature Sensors ACS Control 1 Channel B Right ACS Manual

SSCU 1 Channel B Aileron and Rudder Trim Clock 2 Radio Altimeter 2 Air Data Computer 2 Primary Flight Director 2 Multifunctional Display 2 EFIS Control Panel 2 Attitude Heading 2 Right Fuel Pump and Control Hydraulic System 1 Indication Hydraulic Pump 1 and 3A Control Right T2 Heater Copilot Windshield Wiper Right Windshield Heater Control Right EFIS CRT Dimming

Right Window Heater Control PSEU Channel B Nose Wheel Steering Brake Pressure Indication Anti-Skid Chart Holder Lights Copilot Map Light Wing Anti-Collision Lights ADF 2 Transponder 2 VHF Navigation 2 DME 2 AHRS Fan 2 GPS 2

EMERGENCY BUS

SERVICE BUS

UTILITY BUS

APU Battery Direct Bus Feed FIREX Engine and APU Fuel SOVs Hydraulic SOVs

Service Lights Boarding Lights Navigation Lights Toilet Lights Galley Area Lights Beacon Lights Water System

Right Cabin Reading Lights

ESSENTIAL BUS

EICAS DCU 1 RTU 1 Pilot Audio Cockpit Voice Recorder Door Indication 1 and 2 ACS Control 2 Channel B Left ACS Manual Display Fan Control Right ACS Pressure Sensors Flap and Slat Control Channel 1 SSCU 2 Pitch Feel 2 Rudder Travel Limit

Stall Protection Right Channel Left EFIS CRT Dimming EFIS Control Panel 1 Air Data Computer 1 Primary Flight Director 1 Multifunctional Display 1 Crossflow Pump Control Fuel System Control Left Static Heater ADS Heater Control 1 ADS Standby Heater Control Left Window Heater Control

Anti-Ice Control Channel B Instrument Flood Lights Emergency Lights ADF 1 Transponder 1 VHF Navigation 1 Attitude Heading 1 AHRS Fan 1 Bleed Air SOVs Thrust Reversers Right Engine Oil Pressure Left T2 Heater

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BATTERY BUS

EICAS DCU 1 and 2 EICAS Primary Display EICAS Secondary Display EICAS Control Panel Right Lamp Driver Unit EICAS Dimming Left AFCS MDC Left IAPS Fan APU Control APU ECU Primary VHF Communication 1 Emergency Tuning Pilot, Copilot and Observer Audio Cabin Interphone Passenger Address Emergency Bus Feed IDG Disconnect Generator Control Units

ACPC Control 3 ADG Deployment ACS Control 1 Channel A Ram Air SOV Manual Cabin Pressure Control Passenger Oxygen Deployment Crew Oxygen Monitor Cargo Smoke Detection Fire Detection MLG Bay Overheat Detection Flap and Slat Control Channel 2 Aileron and Rudder Trim Indication Stall Protection Stick Pusher Stall Protection Left Channel Standby Instrument Clock 1 Left Fuel Pump and Control Fuel System Control Right T2 Heater

Gravity Fuel Crossflow Fuel Transfer SOVs APU Fuel Pump Hydraulic System 3 Indication Cowl Anti-Ice Valves Wing Anti-ice Isolation Valve PSEU Channel A and B Weight-On-Wheels Passenger Signs Wing Landing Lights Map Lights Cabin Utility Lights Overhead Panel Lights EICAS and RTU Dimming Left Engine Oil Pressure Engine Starting FADEC Engine Ignition B

MAIN BATTERY DIRECT BUS

APU BATTERY DIRECT BUS

Main Battery Power Sensors Main Battery Control External AC Power DCPC 2 Main Battery Charger Output Clocks Cockpit Dome Lights

APU ECU Secondary APU Door Actuator APU Battery Power Sensors APU Battery Control DCPC 1 External AC Power

Service Bus Feed Emergency Bus Feed Refuel/Defuel Control Emergency Refuel Engine Oil Indication Engine Oil Replenishment

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ENVIRONMENTA L CONTROL SYSTEM

The environmental control system controls mainly the cabin temperature and cabin pressure of the aircraft. Even though this sounds very simple several different systems are needed to perform these tasks:

• Air condition units / Packs

• Cabin pressurization system

• Recirculation fans

AIR CONDITION I NG SYSTEM / PAC KS

With increasing altitude, the surrounding air gets thinner and colder as well. Above 12,000ft breathing is barely possible and the air temperature is below freezing point. With aircraft cruising at high altitudes processing the outside air before letting it enter the cabin is necessary. The air conditioning systems, also called packages, or packs perform this task by mixing and filtering cabin air and outside air. Hot bleed air from the engines is used to heat the air from outside before mixing it with the air from the cabin. Bleed air and outside air are not missed though. In case the engines are not running, bleed air from the auxiliary power unit, APU, may be used as well.

The CRJ is equipped with two packs. The left pack normally supplies the flight deck and the right pack supplies the cabin.

1. LEFT (L) / RIGHT (R) PACK: controls the operation of the conditioning packs.

2. RECIRCULATION FANS: controls the recirculation fans

3. RAM AIR (guarded): Used when both packs failed to let ambient air into the left (cockpit) air condition duct

4. MANUAL MODE VALVE CONTROL: Directly controls the valve positions for air condition in manual mode (cockpit/cabin)

5. MANUAL MODE CONTROL: Selects manual temparature control (cockpit/cabin)

6. AUTOMATIC MODE TEMPERATURE CONTROL: Used to set desired temparature (cockpit/cabin)

7. AFT CARGO BAY AIR CONDITIONING: Activates air conditioning in aft cargo bay. Should be set to COND after take-off

In case both packs fail and outside air needs to be ventilated into the cabin, you must descend to a suitable altitude (12,000ft or lower) and activate the RAM air ventilation by pressing the guarded RAM air pushbutton. OPEN illuminates in white after pressing / activating RAM air ventilation.

To ensure that the air cycles through the cabin, recirculation fans – which are installed in the mixing manifolds – support cycling. To activate the recirculation fans, move the RECIRC FAN switch to ON.

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1. SELECTED TEMPERATURE (cyan): Indicates the selected temperature

2. ACTUAL TEMPERATURE (white): Indicates sensed temperature

3. MANUAL (white): Indicates manual mode is selected.

4. SUPPLY DUCT TEMPERATURE (white): Displays sensed temperature in the supply duct

ECAM MESSAGES

• HI TEMP (amber): High temperature detected

• AUTOFAIL (amber): Failure or pack in automatic mode is detected

• L/R PACK AUTOFAIL CAUTION (amber): Pack failed in automatic mode and is NOT switched to manual

mode

• L/R PACK TEMP CAUTION (amber): Temperature is > 85 °C

• L/R PACK CAUTION (amber): Pack failed independent of mode (manual / automatic)

• L/R PACK FAULT STATUS (white): Indicates a fault in the pack

• L/R PACK OFF STATUS (white): Indicates pack is switched off

• CKPT /CABIN TEMP MAN STATUS (white): Indicates that manual mode is selected

• RAM AIR STATUS (white): Indicates ram air valve is open.

• AFT CARGO OVHT CAUTION (amber): Temperatures over 40° sensed

• AFT CARGO SOV STATUS (white): Air-inlet shut-off valve failed to open.

AVIONICS COOL I NG SYSTEM

All electrical systems heat up during use. Same goes for all the avionic in the cockpit. Given the restricted space, cooling is necessary to prevent the avionic from overheating. Two display (DSPLY) fans supply cold air to the displays – only one of them is running during normal operation: on ground fan 2 and in flight fan 1.

Furthermore, two AVIONIC fans extract the heated air from behind the avionics. On ground fan 2 is powered and in flight fan 1 is powered.

1. DISPLAY FANS CONTROLS

• GND ALT: Select fan 1

during ground operations

• NORM: Fans in exhaust

duct operate in automatic mode to exhaust hot air from display and avionics compartments. Fan 1 used in flight, fan 2 used for ground operations

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• FLT ALT: Select fan 2 during flight

• STDB: Selects conditioned air shut-off valve open

2. AVIONICS FANS CONTROLS

• GND ALT: Selects fan 1 during ground operations

• NORM: Fans operate in automatic mode: fan 1 supplies air in flight and fan 2 supplies air

during ground operations

• FLT ALT: Selects fan 2 during flight

ECAM MESSAGES

• OVBD COOL CAUTION (amber): Displayed when overboard exhaust shut-off valve is not closed AND passengers and service doors are closed. Unable to pressurize in this state.

• DISPLAY COOL CAUTION (amber): Displays when low airflow in cockpit cooling duct is detected.

CABI N PRESSUR I ZATION SYS TEM

Cabin pressure is regulated by controlling the flow of outflowing valve by adjusting the outflow valve’s

position. To limit differential pressure when on ground a ground valve is installed to prevent excessive differential pressure when on ground.

1. LDG LEVEL: Used to set destination airport altitude, selected value displayed on EICAS

2. MAN ALT: Controls for pressurization in manual mode:

• UP: Opens outflow

valve, increase cabin altitude

• HOLD: All manual selections disabled

• DN: Closes outflow valve, decreases cabin altitude

3. EMER DEPRESS (guarded): Depressurizes airplane in case of emergency, outflow valve is fully opened, cabin altitude is dumped to 14.500ft

4. PRESS CONTROL: Selects between automatic and manual control

• MAN (white) light indicates manual mode is selected

• FAULT (amber) light indicates a fault of both pressure controllers

• OFF (no light) indicates automatic mode

5. MAN RATE: Adjusts altitude adjustment

• UP RANGE: +150 to +4.000 fpm

• DN RANGE: -100 to -2.500 fpm

ECAM MESSAGES

• CABIN ALT WARNING (red): Cabin altitude exceeds 10.000ft

• DIFF PRES WARNING (red): Differential pressure exceeds 8.6 PSI

• AUTO PRESS CAUTION (amber): Automatic pressurization control is unserviceable

• CABIN ALT CAUTION (amber): Cabin altitude between 8.500 and 10.000ft

• EMER DEPRESS CAUTION (amber): Emergency decompression activated

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• ALT LIMITER CAUTION (amber): Altitude limitation function unserviceable

• OVDB COOL CAUTION (AMBER): Ground valve open in flight

• AUTO PRESS 1/2 FAIL STATUS (white): Cabin pressure control unserviceable

• AUTO PRS 1/2 FAIL STATUS (white): Active channel is lost in manual mode

• CABIN PRESS MAN STATUS (white): Landing elevation set above 8.000ft

• CPAM FAIL STATUS (white): Ground valve has closed on ground

• OUTFLOW VLV OPEN STATUS (white): Outflow valve in fully open position

1. MONITORED DATA

2. ACTIVE DATA

Item

Description

Green font

White font

Amber font

Red font

Amber dashes

C ALT

Cabin altitude in 100ft increments

Monitored data

Active data

> 8.500ft

> 10.000ft

Invalid data

RATE

Rate of climb of cabin altitude

Monitored data

Active data

- - Invalid data

DELTA P

Differential pressure between ambient and cabin pressure

Monitored data

Active data

> 8.6PSI

Invalid data

LDG ELEV

Selected landing field elevation in 20ft increments. Displayed in cyan

Invalid data, elevations above 15.000ft and below

-2.000ft

Two cabin pressure controllers are available to regulate cabin pressure. Only one cabin pressure controller is active at a time – the other one is on standby but automatically updates the status of the cabin pressurization system. The pressure controller will automatically adjust the outflow valves position to maintain a differential pressure of 8.3 PSI.

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The following table shows typical cabin altitude in relation to the aircrafts altitude.

Aircraft altitude (feet)

Cabin altitude (feet)

10‘000

-200

15’000

600

20’000

1’500

25’000

2’700

30’000

4’200

35’000

6’000

41’000

8’000

PRES S U RIZATI O N MODES – AU TOMATIC MODES

Mode

Trigger

Behaviour

Ground mode

A/C on ground

Outflow valve & ground valve → full open

Pre-pressure mode (Packs ON)

Thrust levers advanced to take-off

Cabin climb rate = 300 ft./min, limited at a diff. pressure of 150 ft./min

Pre-pressure mode (Packs OFF)

Thrust levers advanced to take-off

Outflow valve and ground valve closed

Take-off abort mode

Thrust-levers retarded to idle

Cabin ascends for 20 seconds at approx. 500 ft./Min, then outflow valve full open

Climb mode

Fixed schedule cabin alt. vs. aircraft alt. Climb rates 500 to 800ft/min dependant on the aircrafts rate of climb

Flight abort mode

Aircraft maintained altitude 6’000ft

above take-off field elevation for 10 minutes and has initiated descend of 1’000ft/min

System assumes landing elevation regardless of pre-selected landing elevation

Descent mode

descent

Cabin rate of descent approx. 300 to 700 ft/min to either landing field elevation or maximum differential. In case the landing field elevation is higher

than 8’000ft, cabin altitude will be

maintained at maximum differential, until the airplane descends, then the cabin altitude will rate up to the pre-selected landing elevation.

Landing mode

The cabin altitude is driven below field elevation or the airplane is unpressurized

When the cabin is below field elevation, then the cabin is rated up at approximately 600 ft/min for 30 seconds, then the outflow valve is driven full open

Touch and Go mode

Landing mode activated and thrust levers are advanced

System will switch to pre-pressure mode

PRES S U RIZATI O N MODES – M A NUAL MOD ES

Caution: In manual mode, you must manually select HOLD mode as soon as the required altitude is reached

Mode

Trigger

Behaviour

UP Cabin ascends at selected rate of 150 (±150) to 3,000 (±500) fpm

DN Cabin descends at selected rate -100 (±100) to -2,500 (±500) fpm

HOLD

Disables all previous MAN ALT selections

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SAFET Y VALVES

Two safety valves prevent the differential pressure exceeding its maximum.

• Maximum positive differential pressure limit 8.6 PSI (tolerance ±0.1PSI)

• Maximum negative differential pressure limit -0.5 PSI

GROUND VALVE

On ground the ground valve is normally open if passenger and/or service doors are open. The valve limits differential pressure drop due to discharging air from the avionics cooling. As soon as the passenger and service doors are closed and locked, or the pre-pressurization mode is initiated, the valve is driven to the CLOSED position.

In case the ground valve fails to open on ground an OVBD COOL FAIL status message appears on the EICAS status page.

CABI N ALTITUD E LIMIT

To prevent an increase of cabin altitude after passing 14’500 ft. (±500 feet) with the aircraft, the outflow valve closes automatically.

EMER G ENCY DEP R ESSURIZA TION

As soon as the EMER DEPRESS pushbutton is pressed, the outflow valve is driven open. In case the aircraft cruises at a higher altitude, the altitude limiter will limit cabin al to 15’000ft.

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EMERGENCY EQUIPMENT

As most parts of the emergency equipment are hardware, there is not much to simulate within FS. You’ll find four parts of the emergency equipment which are represented but without further function:

1. The oxygen masks on the pilots and co-pilots side, click to hear test the flow of oxygen

2. The PASS OXY switch on the overhead panel: Activates the oxygen supply for the passengers – not simulated obviously

3. The Emergency Locator Transmitter, ELT, switch. It is located on the overhead panel as well. It has two positions: ARM/RESET which is the usual position and ON. The ELT normally activates automatically as soon as a crash is detected. Nevertheless, this detection may be overridden by setting the switch to ON. The ELT sends a location signal as soon as activated to ease search and rescue crews finding the aircraft.

4. Skycam: After 9/11 authorities and manufacturers developed concepts to prevent other people than the flight crew from entering the cockpit in flight. Hence a reinforced and bulletproof cockpit door was developed which is supposed to stay locked throughout the flight. As the need to leave and enter the cockpit can’t be prevented, a camera system was installed so pilots can check certain spots in the cabin via cameras and a display unit in the cockpit. This unit is represented In the CRJ’s cockpit even though only static pictures are called when cycling through the Skycam-views.

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FIRE PROTECTION

The following aircraft components are protected by the fire detection and protection system:

• Engines

• Auxiliary power unit, APU

• Forward and aft cargo compartment

• Main wheel well

• Lavatories

Fire detection is indicated by aural and visual warnings as well as EICAS warnings.

The engines, APU, forward and aft cargo compartment are monitored by the same fire detection and extinguishing system (called FIDEEX).

Fire loops, installed in the engines and the APU, indicate a fire and trigger the respective fire warning. To extinguish a fire, the engines are equipped with two FIREX bottles. Each bottle contains two squibs of halon which is injected with 600 PSI into the engine when triggered by the pilot. There is another bottle with just one squib for extinguishing APU fires.

ENG I NE FIRE CONTROLS & M ESSAGES

On the pilot’s side, only the left engine fire controls are available, the right hand of the glare shield there are

controls for both engines (shown here)

1. LH/RH FIRE PUSH: Red light indicates a fire was detected. Press to isolate the engine from the fuel transfer, hydraulic, bleed air systems. This results in an engine shut down.

2. BOTTLE 1/2 DISCHARGE: Press to discharge, green light indicates the squib is armed and bottle is charged.

ECAM MESSAGE

• L/R ENG FIRE WARNING (red): Engine fire detected

• L/R ENG SQB CAUTION (amber): Appears when either or both bottles have fired or have failed

• L/R FIRE FAIL CAUTION (amber): Indicates a failure in either fire detection system

• ENG BTL1/2 CAUTION (amber): Indicates respective bottle was discharged

• L/R ENG SQB STATUS (white): Appears when either or both bottles have fired or have failed

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ENGINE FIRE EXTINGUISHING

EVENT

(Left engine fire procedure is described; the right engine fire procedure is similar)

RESULT

GLARESHIELD INDICATIONS

LH ENG FIRE PUSH

BOTTLE 1 ARMED PUSH TO DISCH

BOTTLE 2 ARMED PUSH TO DISCH

MASTER WARNING

Fire condition occurs in the left engine fire zone

Fire bell sounds MASTER WARNING LH FIRE PUSH switch lights come on

ON OUT

OUT ON

MASTER WARNING switch light is pressed in.

Fire bell is silenced MASTER WARNING switch out System is reset

ON OUT

OUT OUT

Left thrust lever is set to the SHUTOFF position

LH ENG FIRE PUSH switch light remains on

ON OUT

OUT OUT

LH ENG FIRE PUSH switch light is pressed in

BOTTLE 1 ARMED PUSH TO DISCH switch light comes on BOTTLE 2 ARMED PUSH TO DISCH switch light comes on Left squibs of bottles 1 and 2 armed Left engine fuel SOV closes Left bleed air SOV closes Left hydraulic SOV closes

OUT

BOTTLE 1 ARMED PUSH TO DISCH switch light is pressed in

Left squib on bottle 1 fires FIREX agent from bottle 1 discharges into left power plant nacelle

ON ON ON OUT

Bottle 1 fully discharges

The pressure switch on bottle 1 opens as pressure drops below the set point ENG BTL 1 LO is displayed on the EICAS

ON OUT

Fire condition in left engine persists

LH ENG FIRE PUSH switch light remains on

OUT

BOTTLE 2 ARMED PUSH TO DISCH switch light is pressed in

Left squib on bottle 2 fires FIREX agent from bottle 2 discharges into left engine nacelle

ON OUT

Bottle 2 fully discharges

The pressure switch on bottle 2 opens as pressure drops below the set point ENG BTL 2 LO is displayed on EICAS

OUT OUT

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APU FIRE CONTROLS & M E S SAGES

• APU FIRE WARNING (red): Appears when APU fire is detected

• APU SQB CAUTION (amber): Appears when APU squib was fired or failed

• APU FIRE FAIL CAUTION (amber): Indicates a failure of the APU fire detection system

• APU BTL LO CAUTION (amber): indicates APU bottle was discharged

CARG O COMPARTM ENT FIRE CONTROLS & MESSAG ES

ECAM MESSAGES

• SMOKE AFT / FWD WARNING (red): Smoke in aft/forward cargo area detected

• AFT / FWD CARGO SQB 1/2 CAUTION (amber): Respective squib was fired or failed

• AFT / FWD CARGO DET CAUTION (amber): Failure of fire detection system

• APU BTL LO CAUTION (amber): One or both bottles discharged

FIRE S YSTEM TES T

Pressing and releasing the FIRE DETECTION test button will initiate a test sequence. The engine fire controls will light up and FIRE SYS OK will show on EICAM to indicate a successful test.

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MAIN LANDING G EAR OVER HEAT DETE C TION

1. MLG BAY OVHT: Tests the landing gear overheat detection system. Will show MLG OVHT FAIL CAUTION (red) in EICAM and will light MASTER WARNING light

2. MLG OVHT FAIL: Used to simulate a failure in the landing gear bay overheat detection. Will show MLG OVHT FAIL WARNING (amber) in EICAM and will light MASTER CAUTION light

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FLIG HT CONTR OLS

The flight controls enable the aircraft to be moved on all three axes. They are divided into primary and secondary flight controls.

Axis Primary flight control

Secondary flight control

Input device

Control surface

Input device

Control surface

Pitch

Steering column

Elevator

Pitch trim

Horizontal stabilizer

Roll

Steering column

Aileron assisted by spoilers

Aileron trim

Ailerons

Yaw

Rudder pedals

Rudder assisted by yaw damper

Rudder trim

Rudder

N/A

Flap lever

Slats / Flaps

N/A

Spoiler lever

Spoiler

The basic principle stays the same for all flight control systems – any deflection of the steering column or rudder pedals is transported through the aircraft by cables, pulleys, rods to an actuator which controls the actual deflection of an associated control surface.

This chapter is divided into several sections:

• Ailerons

• Rudder

• Elevator

• Horizontal Stabilizer Trim

• Flaps and Slats

• Spoilers

• Stall Protection System

Before diving into the different sections and details on flight controls, we’d like to introduce some features which are visible in the virtual cockpit but not further simulated. These are failure related and hence not further simulated.

The real CRJ offers two handles to disconnect the yokes in case either one is jammed. As flightsim does not simulate jammed controls, these handles may be moved and the animation is visible but it has no influence on controlling the CRJ. The associated failure messages are not simulated as well.

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AILER O NS

The CRJ is equipped with two ailerons, one mounted on each wing near each wingtip. By turning the steering column to the left the left aileron will move up, the right aileron will move down. For steep turns the spoiler on the wing which is moving downwards will deflect to assist the turn. The left ailerons are supplied by hydraulic system 1 and 3, while the right aileron is supplied by hydraulic system 2 and 3. The movement up and down is

25.1°.

The current position of the flight controls and aileron trim can be checked on the Flight Control synoptic page.

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RUDDER

Yaw axis is controlled by the rudder mounted to the empennage. The rudder is controlled via the pedals. Two yaw dampers add to the aircrafts directional stability and keep the aircraft coordinated during turns. The input signal from the rudder pedals is transferred to the actuators, which deflect the rudder. To minimize side slip during high speeds, the rudder deflection angle is automatically adjusted over speed (from 33° to 4°).

A yaw damper system can reduce reduce the rolling and yawing oscillations known as the Dutch roll.

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ELE VATOR

The CRJ’s elevators are mounted to the empennage and controlled by either pilot’s yoke. The elevators have

18.4° up movement and 23.6° down movement.

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HORI Z ONTAL ST A BILIZER T RIM

The horizontal trim works a little bit different than the other systems; when adjusting the trim, the entire stabilizer is moved by two motors and a jack screw. Pitch trim is limited to +2° up and -13° down.

There are four elevator trim modes:

- Manual trim: The stabilizer is moved according the input from the trim switches. The adjustment of the stabilizer is adjusted over speed.

- Autopilot trim: With the autopilot activated it trims automatically as soon as it detects that loads are building up on the control surfaces

- AUTO trim: With flaps moving between 0 and 20° AUTO trim helps to reduce pitch input resulting from moving flaps.

- Mach trim: Helps to compensate the aircrafts tendency of putting the nose down with increasing Mach numbers

1. Stabilator trim channel engage

2. Mach trim engages Amber light indicates Mach trim is unserviceable

3. Trim switches (of course the default trim key commands from FS can also be used.

The trim position is shown on the Flight Control display and is colour coded:

• Green: Take-off configuration

• White: NOT in Take-off configuration

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FLAPS AND SLAT S

The slats and flaps enable the aircraft to fly at lower speeds without stalling. On the other hand flaps and slats increase drag and hence fuel flow. Thus, the flaps and slats are moveable to extend and retract them as needed. The CRJ offers the following positions:

Position

Slats

Flaps

Fully retracted

20°

Fully retracted

20°

8°

20°

25° (fully extended)

20°

25° (fully extended)

45° (fully extended)

The Slat/flap Position Indicator is shown in degrees on the engine display and is colour coded:

• Green: Normal operation

• White: Flaps disagree

• Amber dashes: Invalid data

The Slat/flaps Position Bar displays slat/flaps deployment with the white markers as detents:

• Green: Normal operation

• White: Flaps disagree

• Amber dashes: Invalid or missing data

The Slat/flap Position Indicator is also shown in degrees on the Flight Control display.

• Green: Normal operation

• White: Flaps/slats disagree

• Amber dashes: Invalid or missing data

Flaps lever controls the extension of slats and flaps, of course the standard FSX controls can also be used. Please note the Emergency Flaps extension is not simulated.

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SPOIL ERS

To speedup descends, assist in turns and prevent bouncing during landing / touchdown the CRJ is equipped with spoilers. As already indicated they may be used for different purposes. Accordingly, the spoilers itself are divided into multifunctional (2 per wing) and ground spoilers (2 per wing)

To extend the spoilers to speed up a descent or to bleed off speed simply pull the spoiler lever back as required. The multifunctional spoilers will deploy according the setting of the spoiler lever.

Assistance during steep turns is performed automatically by the multifunction spoilers as well.

If the GND LIFT DUMPING switch is not moved to the MAN DISARM position all spoilers will extend as soon as the aircraft sensed a touchdown or an aborted take-off.

Spoiler positions is shown on the Flight Control display. The outer two indicated multi-functions spoilers, the inner two ground spoilers (only deply on ground).

1. GND LIFT DUMPING: Three-position switch to select ground lift dumping mode that prevents the aircraft from bouncing back into the air on landing:

a. AUTO: Spoiler armed to deploy

on touchdown.

b. MAN ARM: Manually arm

spoilers for deployement (backup mode for AUTO)

c. MAN DISARM: Disable

automatic deployment.

2. Flight Spoiler Control Lever

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STAL L PROTECTION SYSTEM

As previously mentioned a stall needs to be prevented any time. Accordingly, all aircraft are equipped with at least a stall warning. The CRJ is equipped with a stall warning and a stick pusher – both together are called the stall protection system. The angle of attack (AoA) is monitored throughout all flight phases and as soon as the AoA reaches a critical value the stall computer warns the crew by:

- Activating the stick shaker

- Activates the engines auto-ignition system (to prevent flameout)

- Disengages the autopilot

In case the angle of attack continues to approach the stall point, the stick pusher is activated. The stick pusher moves the steering column forward to command a nose down attitude to gain speed and prevent the stall.

The STALL PTCT PUSHER switch engages and disengages the stick pusher system.

The STALL pushbutton (guarded) flashes red when the aircraft is approaching stall conditions. When pushed on the ground it will initiate the stall test sequence:

• Auti-ignition activated

• Pilot Stick shakers activated for 3 seconds

• Co-Pilot Stick shakers activated for 3 seconds

• After 7 seconds stick pusher is activated

• Stall light flashes

• Press AP/DISC to verify the stick pusher disengages and stall warning are

off.

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FLIG HT INSTRUMENTS

The flight instruments comprise the electronic flight instrument systems, standby instruments and clocks.

The instruments receive data from the aircraft’s sensors via the air data system, radio altimeter and inertial

reference system. All this information is processed to provide the pilots with the following parameters:

• Barometric and radio Altitude

• Vertical speed

• True and indicated airspeed as well as Mach number

• Airspeed trend

• Overspeed warning

• Airplane attitude

• Heading information

• Navigation information

• Temperature

The electronic flight instruments consist of:

• Two primary flight displays, PFDs (one for each pilot)

• Two multi-function flight displays, MFDs (one for each pilot)

The integrated standby instrument (ISI) provides a backup with the following information:

• Aircraft attitude

• Altitude

• Airspeed information

An independent standby compass (Whiskey compass) provides heading information in relation to magnetic north. The sources of information are:

• Air data system

o Speed o Altitude o Temperature data

• Radio altimeter

o Accurate measurement of height above terrain at low altitudes

• Inertial reference system

o Aircraft attitude o Heading o Aircraft position o Angular rate o Linear acceleration

• Electronic clock

o Time

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ELE C TRONIC FLIGHT INSTRUMENT SYS TEM (EF I S )

Each pilot has a primary flight display, PFD and a multi-functional display, MFD. All 4 units are technically identical and interchangeable. The PFD’s primary function is to show aircraft attitude, airspeed, altitude, flight director commands and flight mode annunciations. The MFD’s primary function on the other hand is to provide navigational information, like heading, bearings.

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DISP L A Y REVERSION

Display reversion is needed in case one PFD fails. It allows to display the PFDs information or EICAS pages on the MFD. The MFD information cannot be displayed on the PFD though.

DISP L A Y CONTRO L

On either pilot’s side display control panel is installed. It allows selecting of the following:

• MFD format selection

• Bearing point selection

• Navigation source selection

• Cross side navigation data and course display (depends on selected format)

The following formats are available by turning the FORMAT knob:

• HSI compass

• Navaid selector map

• TCAS

• FMS present position map

• FMS plan map

• Weather radar

In case one display control panels fails (this situation is not simulated) the DISPL CONT selector allows the remaining display control panel to manage all four PFDs and MFDs.

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AIR DATA SYSTEM

The air data system collects information from several sensors of the aircraft (like pitot probes, static ports) to forward this information directly as well as computing new information from the gathered information to supply further aircraft systems with.

We’d like to pro provide just some basic information on the air data system as the atmosphere and hence all parameters which are measurable in real-world are simulated in FS and furthermore faults or failures are not simulated within this system.

PITOT STATIC S YSTEM

The pitot static system collects dynamic pressure, static pressure and ambient temperature from the pitot tube, static port and total air temperature probe (TAT probe). It supplies the air data system, integrated standby instruments and cabin pressure control panel.

Please note that the TAT probes readings are inaccurate when the aircraft is on ground. The TAT probe is heated to protect it from icing and this leads to inaccurate readings when on ground. During flight the influence of the heating is neglectable.

AIR DATA

The air data system supplies the following information:

• Corrected pressure altitude (static pressure errors are corrected)

• Vertical speed

• Calibrated and indicated airspeed (CAS / IAS)

• Mach number

• True airspeed

• Static air temperature (SAT)

• Total air temperature (TAT)

• Temperature variations from standard atmosphere (ISA deviation)

Furthermore, the air data system computes and controls the following values and parameters:

• Preselected altitude

• Airspeed trend vector

• Maximum allowable speed (VMO)

• Maximum allowable Mach number (MMO)

• Baro corrected value

• Vertical speed references

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AIR DATA REFER ENCE (ARP) PANELS

The air data reference panels – located on either pilot’s side – enable the pilots to enter airspeed reference pointers and barometric correction for altitude.

The air data reference panels maybe divided into three sections:

- The speed reference section

This section enables the pilot to enter several reference speeds (V1, V2, VR and VT). Both PFDs show the same values.

- The altitude reference section

Enables the pilot to select minimum descent altitude, MDA, and decision height, DH, value. Furthermore the radio altimeter self-test is initiated from this section of the ARP panel.

- The barometric reference section

Each PFD may have different barometric pressure settings. The last selected value is saved and restored after the next power-on. This section allows to:

o Select the barometric pressure for barometric altitude correction o Switch between hPa or inHg o Set standard barometric pressure when climbing through transition altitude

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ALTI TUDE ALERTS

The altitude alerts notifies the crew that preselected altitudes are going to be captured or a deviation from a preselected altitude occurs. Three types of altitude alerts may occur:

• Acquisition mode

• Cross side tracking

• Deviation mode

Mode

Short Description

Aural warning

Visual warning

How to cancel

Acquisition mode

Present altitude is within ±1,000ft or preselected altitude.

C-chord

Preselected altitude flashes. Flashing stops when ±200ft within preselected altitude

Press altitude knob on flight control panel

Cross side tracking

In case a difference between the preselected altitudes from ADC 1 and 2 is detected

None

Altitude digits change from magenta to cyan

NIL

Deviation mode

Altitude deviates more than ±200ft from preselected altitude.

Altitude capture is active and aircraft deviates from preselected altitude by more than ±100ft

C-Chord

Preselected altitude and bug change from magenta to amber and start flashing.

LOW SPEED CUE

The low speed cure displays the speed margin to stick shaker during normal low speed manoeuvers and approaches to stall. The top of the low speed cue corresponds to stick shaker speed.

AIR DATA REVERSION

During normal operation, each air data computer supplies one pilot’s side with data. In case one air data computer fails or provides unreliable data, the pilots may switch to the remaining air data computer, which supplies both pilots’ instruments then.

As failure of an air data computer is not simulated, this function has no relevance in FS even though switching the selector and the respective message is implemented.

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RADI O ALTIMETE R SYSTEM

Two radio altimeter systems provide an accurate measurement of the aircrafts altitude over ground within -20 to 2,500ft AGL. The following systems receive data from the radio altimeter:

• PFDs

• Spoiler and stabilizer control units (SSCU)

• Enhanced ground proximity system (EGPWS)

• Traffic alert and collision avoidance system (TCAS)

The PFDs specifically receive the following information from the radio altimeter system:

• Radio altitude readout Shown as a digital readout as soon as the aircraft descends through 2,500ft. A moving tape / analogue scale is added as soon as the aircraft descends through 1,225ft.

• Decision height readout Decision height is selected on the air data reference panel

• Decision height alerts and radio altimeter fail flags

• In case a failure of the radio altimeter is detected, a fail flag is indicated.

A test button on the air data reference panel allows initiating a self-test of the radio altimeter system.

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INER TI AL REFER ENCE SYSTEM

Back in the 1960’s the first inertial reference systems replaced the navigator for trans-oceanic flights. The first IRS systems used gyros oriented in all three axes. The gyros enable to detect and compute motion the IRS experiences. Now add a reference / starting point and this enables you to compute the track of an aircraft.

Until today IRS systems were developed further and in conjunction with a GPS system this enables very accurate computing of the aircrafts position and the flown track as well as attitude changes.

The inertial reference system provides several information to other aircraft systems:

- Attitude

- Heading

- Angular rate

- Linear acceleration

- Present position

The following systems are supplied with those information:

- Flight Control Computers

- Flight Management Computers

- TCAS

- EGPWS

- Fuel system

- Stall protection system

- Flight data recorder

- EFIS

o Attitude Director Indicator, ADI o Horizontal Situation Indicator, HIS

The IRS normally operates in navigation, NAV, mode. The other available mode, attitude, ATT, mode is used, when a failure of the unit is detected. As failures of the IRS are not simulated, this mode is not simulated.

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DISP L A Y REVERSION

Normally each Inertial Reference System supplies data to the respective PFD / MFD. The ATT HDG knob on the source selector panel allows to switch between normal configurations (each IRS supplies the same side displays) or select the specific IRS 1 or 2. The selection is indicated by a yellow single source flag on the PFD.

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INITIALIZATION AND ALIGNMENT

Initialization of the IRS systems takes approximately 7 minutes. To complete the process the present position needs to be entered in the POS INIT page of the flight management system. During initialization, an initialization alignment message is flashing on the PFD.

Dave allows you to modify initialization time. You may choose between

• Realistic – initialization takes 6 to 17 minutes

• Fast - initialization takes 3 minutes

• Instant – as soon as the switches are set to NAV and position initialization on the FMS is done, the IRS

is aligned

STAN D BY INSTR U M ENTS A N D CLOCKS

The integrated standby instrument is located between the EICAS displays on the center instrument panel. The standby compass sits under the overhead panel on the center window post. Each pilot has a clock on his side panel.

INTE G R ATED STA NDBY INSTRUMENT

The integrated standby instrument, ISI, is supplied with electrical power from the battery bus to ensure operation even under emergency conditions. They provide attitude, altitude and airspeed information. Air data input is coming from the alternate pitot probe and static ports.

The ISI is capable to display the following information:

• Attitude

• ILS deviation

• Corrected altitude

• VMO display

• Airspeed

• Static source error correction (SSEC)

• Mach number

• Barometric pressure

• Slip-skid indication

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STAN D BY COMPA S S

The standby compass is a self-contained dry compass with damping to reduce overshooting. It is independent from all other aircraft systems. A miniature aircraft symbol indicates the aircrafts heading in relation to magnetic north.

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The compass correction card, sitting above the compass rose, shows the correction values to subtract or add to the indicated heading for compensation of metallic or magnetic materials in the aircraft, influencing the compass rose.

CLOC K S

A digital clock is installed on either pilots’ side panel. The clock is normally synchronized with a time signal from the GPS, which happens automatically during aircraft start-up. In case the GPS sync is interrupted, the clock switches to internal (INT) mode.

The clock features the following modes

• Display date (GPS or UTC)

• Display current time (GPS, internal UTC or local)

• Chronometer (CHR) function

• Elapsed Timer (ET)

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FUE L SYSTEM

The fuel system is comprised of the following subsystems:

• Fuel tanks / storage The CRJ has three tanks: two wing and one center tank

• Fuel management (transfer/crossflow) & distribution

• Fuel quantity gauging

FUEL TANKS / S T ORAGE

Fuel is stored in both wing and the center tank. The wing tanks are emptied first. With decreasing fuel in the wing tanks, fuel is transferred from the center tank into the wing tanks, in case the center tank is filled.

Tank

Useable fuel

Unusable fuel

Total fuel

Left wing tank

7’493 lbs / 3’399 kg

62 lbs / 28 kg

7’554 lbs / 3’427 kg

Center tank

4’610 lbs / 2’091 kg

32 lbs / 14 kg

4’642 lbs / 2’106 kg

Right wing tank

7’493 lbs / 3’399 kg

62 lbs / 28 kg

7’554 lbs / 3’427 kg

Total

19’750 lbs / 8’960 kg

FUEL MANAGEM E NT (TRANS F ER/CROSSFLOW) & DI STRIBUTI ON

Fuel transfer from the center to the wing tanks is done automatically. The monitoring computer stars transfer as soon as the wing tank’s quantity drops below 93% and ends transfer either when the center tank is empty or the wing tank reaches 97%. Fuel crossflow between the wing tanks may be performed powered or by gravity. Fuel crossflow is used to equalize imbalances between the wing tanks to maintain lateral stability.

A pump in the center tank provides powered crossflow either in automatic or in manual mode. In automatic mode, a computer monitors imbalanced and starts equalizing on its own. This mode may be overridden by the crew and crossflow controlled manually.

The following graphic shows how valve positions are displayed on the Fuel EICAS Synoptic page.

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The engines are supplied with fuel from the so-called side collective tanks. These two tanks are structural part of the central tank but are separate tanks though. To prevent fuel starvation during manoeuvring, the collective tanks are continuously filled up by the monitoring computer system. Boost pumps support fuel feed to the engines in case of a pressure drop in the fuel line. The boost pumps are normally on standby but as soon as a pressure drop is sensed, the boost pumps are activated. During engine start the boost pumps are activated as well, independent of the pressure in the fuel line.

The APU is supplied from the left collective tank. The APU fuel pump ensures sufficient pressure on the fuel line to the APU. Activating the APU also activates the APU fuel pump.

FUEL Q UANTITY GAUGING

Several probes in the wing center and collective tanks determine the amount of fuel in the respective tank, fuel temperature and fuel density. These signals are processed by a computer system to correct errors due to wing deflection, or density changes. The resulting fuel quantities, temperature and amount of used fuel are displayed on the EICAS.

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HYDRAULIC POWER

The CRJ has three hydraulic systems. Systems 1 and 2 are identical. All three systems operate on a nominal pressure of 3,000 PSI. Each system has two pumps. A main pump (A) for normal power and a backup pump (B). System 1 and 2’s main pumps are engine driven pumps (EDP). The backup-pumps are AC-motor pumps (ACMP). Pump 1A is driven by the left engine, while pump 2A is driven by the right engine.

System 3 has two AC motor pumps. Pump A runs continuously whereas pump B is only running when high flows of hydraulic are required. In case supply of AC fails, pump 3B may be supplied by the ADG.

Except pump 3A all pumps have three operation-Modes:

• ON

• AUTO

• OFF

In AUTO mode, the pumps will start running automatically under the following conditions:

• AC BUS 2 must be powered for pump 2B operation

• AC BUS 1 must be powered for pump 1B operation

• Flaps are out if the 0° position

In case of an engine fire the engine-driven pump of the affected engine needs to be shut off with the engine being shut off. Hence a shut-off valve is installed for pumps 1A and 2A to shut them off as well as son as the fire handle for the engine is pulled. Closing this shut-off valve can also be done manually.

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The following table shows which aircraft system is supplied by which hydraulic system.

System 1

System 3

System 2

Engine driven pump (1A)

AC motor pump (1B)

AC motor pump (3A)

AC motor pump (3B)

Engine driven pump (2A)

AC motor pump (2B)

Rudder

Left and right elevator

Left and right elevators

Left and right elevator

Left aileron

Left and right aileron

Right aileron

Left and right outboard spoilerons

Main and nose landing gear

Left and right MLG and NLG assist actuators

Left and right outboard spoilers

Left and right inboard brakes

Left and right outboard brakes

Left and right outboard ground spoilers

Left and right inboard ground spoilers

Left and right inboard spoilerons

Left thrust reversers

Nosewheel steering

Left and right inboard spoilers

Right thrust reversers

Further information on valve positions, pressures and hydraulic fluid quantities may be obtained on the Hydraulic (HYD) EICAS Synoptic page.

Hydraulic systems 1 & 2:

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Hydraulic systems 3:

Just a few cautions and status messages may be triggered by the hydraulic system.

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ICE & RAIN PR OTECTION

The aircraft does not need much protecting from rain if no icing conditions persist (definition is coming up in a second), hence windshield wipers are the only system for rain protection.

Icing conditions are defined as follows:

TAT of 10°C and less and visible moisture like fog, clouds, any form of precipitation,

except the SAT is -40°C (-40°F) or below.

Icing may affect the functionality of certain aircraft systems, alter the aerodynamic of the aircraft’s wings and if sucked into the engine lead to engine trouble. Hence several systems need to be protected from icing:

• The wings leading edges

• Air data sensors like pitot tubes, angle of attack sensors, static ports, etc. pp)

• The engine intakes / cowls

• The cockpit windows

There are two approaches to heat the mentioned systems / areas: either by extracting bleed air from the aircraft engines or by means of an electrical heating.

Apparently extracting bleed air from the engines reduces the available amount of thrust. Accordingly, the engines RPM must be increased a little to compensate the extracted air for heating. Therefore, you’ll experience an increase of N1, when activating the anti-ice systems. The more systems are supplied with bleed air the bigger the increase of N1 is going to get.

The following systems are heated with bleed air:

• Wing anti-ice

• Engine intake cowl anti-ice

Whereas the following systems are electrically:

• Windshields and side windows

• Air data probes and sensors

An ice detection system assists the crew by warning of possible ice accumulation. The ice detection system is operational as soon as AC power is available. In case either detector senses icing conditions an amber caution “ICE” is indicated on the EICAS if either the wing- or cowl-anti-ice system is still off. Failures of the anti-ice systems as well as bleed air leakages are not simulated.

The following sections introduce the controls for each sub-system, the indications on the Anti-Ice EICAS Synoptic Page as well as possible EICAS messages.

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ICE DETECTION SYSTEM

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WING A ND COWL ANTI-ICE S YSTEM

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AIR DATA ANTI -IC E SYSTEM

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WIND S HIELD AND SIDE WI NDOW ANTI -ICE SYSTEM

WIND S HIELD WI P ER SYSTEM

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LANDING GEAR

The CRJ is equipped with two main landing gear assemblies mounted in either wing-root, and a forward, steerable, fuselage mounted nose gear assembly. Each assembly is equipped with two wheels and a braking system.

Gear extraction and retraction is triggered electrically by the landing gear selector whereas the extension and retracting is actuated hydraulically (by hydraulic system 3).

In case the normal extension mechanism fails an alternate gear extension mechanism is available: just pull the landing gear manual release handle to unlock the gear uplocks. Due to gravity, the gear will partially extend. A combination of valves in the hydraulic system is activated to divert pressure from the No. 2 system to complete the gear extension and lock the gear in the down position.

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BRAK E SYSTEM

Each wheel of the gear assembly is equipped with self-adjusting multi-disc brakes. The inboard brakes are actuated by hydraulic system no. 3. Brake pressure is applied by pressing the rudder pedals. To enable this feature within your flightsim make sure that the toe brake axis is assigned to your rudder pedals brake axis or whichever axis you prefer.

PARKI NG BRAKE

To activate the parking brake fully press the brake/rudder pedals, pull the parking brake lever and twist it 90° in either direction. The inboard brake control valves and the parking shutoff valve prevent a pressure drop in the system due to leakages when the parking brake is set.

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BRAK E TEMPERATURE MONI TORING SYS TEM

The main wheel brakes temperature is monitored and indicated on the EICAS as long as the gear and flap/slats position are indicated on the EICAS. In case an overheat condition is detected and no longer persists, the warning may be reset by the BTMS overheat warning reset switch.

Each brakes temperature is indicated as a colour-coded numerical value:

Colour-code

Numerical values

Temperature range

Green

01 – 06

≤ 220°C

White

07 – 14

≥ 221°C and ≤ 492°C

Red

≥ 14

≥ 493°C

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ANTI - S KID

The anti-skid-system controls the hydraulic pressure applied to the wheel brakes and performs the following functions:

- Prevent skidding

- Protection during touchdown – even though the brake pedals may be pressed / applied, a landing with

locked wheels is prevented

- Recovering of a wheel from deep skid

The anti-skid-system comprises four-wheel speed transducers and two dual anti-skid control valves.

It may only be activated when both main gears are locked in the down position and the parking brake is not activated. The anti-skid switch needs to be switched to the ARM position and the system becomes operation automatically as soon as passing 35 knots on ground (weight-on-wheels signal is present).

As soon as the aircraft is in the air (and there is no weight-on-wheels signal) brake pressure is dumped to prevent a landing with locked wheels.

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NOS E WHEEL S TEERING SYSTEM

Unlike in most other aircraft the CRJ’s nosewheel steering needs to be activated manually by selecting the N/W STRG switch to the ARMED position. Then you can turn the nosewheel up to 80° either side of center with the steering tiller mounted on the pilot’s side panel. Deflection controlled by the rudder pedals is limited to 8° either side of center.

As soon as the aircraft is in the air (no weight-on-wheel signal detected) the systems commands straight ahead. In case the steering tiller is deflected more than 2° while in air (i.e. before touchdown) the STEERING INOP caution message will appear on the EICAS

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LIGHTING

This chapter is divided into the following sections:

• Cockpit lighting Controls on overhead panel

• Passenger compartment lighting Controls on forward attendant’s panel → not simulated

• External lighting Controls on overhead panel

• Emergency lighting Controls on overhead panel

COCK PIT LIGHTI NG

Several types of lighting are available in the cockpit:

- General area illumination

o Dome light

Not simulated

o Floor lights

Not simulated

- Instrument and panel lighting

o CRT intensity control

Allows to control intensity of the pilots displays (PFD, MFD, EICAS)

o Integral lighting

Switches cockpit internal lighting on and off

o CB braker panel lighting

Not simulated

- Map and reading lights Not simulated

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PASSENGER COM PARTMENT LIGHTI NG

The real aircraft offers several types of lighting for the passenger compartment, like ceiling and sidewall fluorescent lights. The only lights that may be controlled in FS are the NO SMOKING and FASTEN SEAT BELTS signs.

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EXTERNAL LIGHTI NG

External lighting is simulated identical to the real aircraft. The external lights comprise:

- Landing and taxi lighting

The CRJ has three landing lights – one in each wing’s leading edge and one installed on the nose gear. The 2 taxi lights are installed next to the landing lights in the wind’s leading edge.

- Navigation lighting

The navigation lights are installed in each wingtip. Each navigation light assembly consists of two lights – two green lights on the right hand side and two red lights on the left hand side. The lights are controlled via the NAV light switch on the overhead panel.

- Beacon light

Two beacon lights are installed on the CRJ – one on top of the fuselage and the other one on the bottom of the fuselage. Activated beacon lights indicate that the aircraft is powered and the engines may be running. The BEACON light switch controls the beacon lights.

- Anti-Collision strobe lights

Three anti-collision lights are installed on the aircraft. Two on either wingtip and one on the aft end of the vertical stabilizer. The anti-collision lights flash continuously as soon as activated and are normally activated after take-off clearance is received and switched off when leaving the runway. The STROBE switch is used to switch the anti-collision lights on and off.

- Logo lights

As the name suggests the logo lights illuminate the aircrafts logo depicted on the tail. Two white lights are installed in the engine pylons – one on either side. The lights are controlled by the LOGO switch.

- Wing inspection lighting

The wing inspection lights are used to inspect the forward part of the wing for ice accumulation. The wing inspection lights are installed on either side of the fuselage and controlled by the WING INSP switch.

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EMER G ENCY LIGHT I NG

Emergency lighting of the real airplane consists of the overwing exit paths, the exterior area around the passenger doors / emergency exits, interior exit paths, lighting of the emergency exits and so on.

Even though the controls are available in the virtual cockpit, the emergency lighting is not simulated and hence not further explained.

NAVIGATION SY STEMS

This chapter describes several navigation systems, each is described in its own section. The chapter is comprised of the following sections:

• Flight Management System (FMS)

• Global Positioning System (GPS)

• VHF Navigation (VNAV)

• Automatic Direction Finder (ADF)

• Distance Measuring Equipment (DME)

• Air Traffic Control Transponder System (ATC)

• Traffic Alert and Collision Avoidance System (TCAS)

• Ground Proximity Warning System (GPWS)

• Weather Radar (WXR)

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FLIG H T MANAG E M ENT SYSTEM (FMS)

The CRJ is powered by two Collins FMS-4200 flight management computers. The control display units (CDU) are the interface between pilots and the FMS units itself by means of data / information display and data entry. The FMS provides lateral guidance and vertical advisories based on the entered flight route, performance data and data collected from several sensors.

The stored performance database is advisory only, as the FMS has no ability to control vertical or speed modes of the autopilot. Only heading information based on the programmed route are provided to the autopilot in LNAV mode.

This chapter in the systems manual only provides a very basic introduction to the flight management system. More details will be introduced in a dedicated manual (Vol. 6).

WHE RE TO FIND THE FMS/ CDU AND B A SIC LAYOUT

The control display units, CDUs sit on the upper part of the pedestal. Both CDUs are identical regarding functionality and layout. The following picture shows the basic layout of the control display unit, CDU.

- Title line The title line shows the page title, or mode as well as the current page number and number of total pages, of applicable

- Label line The label lines are aligned with the respective line select keys. They show information related to the current page. Pressing the line select key adjacent to the label line, allows copying the indicated information into the scratchpad or vice versa.

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- Prompts / Dashes Boxes indicate where information need to be entered in the FMS. Dashes indicate where information may be entered.

- Data lines Provide further information to the indicated data in the same label line (i.e. distance information on the LEGS page)

- Scratchpad Text entered via the keypad or copied from a label line via the line select key is displayed in the scratchpad

- Message line The message line indicates system generated

- Left Line Select Keys LSL1L to LSK6L Allow to enter and copy data from the data lines into the scratchpad and vice versa.

- Right Line Select Keys LSL1R to LSK6R Allow to enter and copy data from the data lines into the scratchpad and vice versa.

- Function Keys Pressing a function key calls /opens the associated page

o MSG

Opens the FMS message page

o DIR/INTC

Opens the DIRECT-TO page

o FPLN

Opens the Flightplan page to enter and modify a flightplan

o DEP/ARR

Opens the Departure and Arrival page to select SIDs and STARs

o HOLD

Opens the HOLDING page to program holdings

o ↑ and ↓

For scrolling up and down – for example to modify the center for the flight plan page

o PREV PAGE

Opens previous page

o NEXT PAGE

Opens next page

o INDEX

Opens INDEX page to access FMS functions which have no direct-access-keys

o FIX

Opens the FIX INFO page

o LEGS

Opens the LEGS page to modify a flightplan’s legs

o SEC FPLN

Opens secondary fligthplan page

o VNAV

Opens VNAV page for VNAV advisories

o MCDU MENU

Opens the ENU page

o EXEC

The EXEC button executes modifications made

o RADIO

Opens the radio programming page (NAV, COM, ADF)

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o PROG

Opens the Progress page to show a summary of the current flight status

o PERF

Opens the Performance page

o MFD DATA

Allows to switch between map and text display

o MFD MENU

Allows to look deeper into the FMS data source regarding airports, navaids, fixes and modify data

o MFD ADV

Opens the DISPLAY ADVANCE page to move through the MFD text pages.

- Keypad Used to enter alpha-numerical data in to the scratchpad.

You may use your mouse to enter data into the FMS and select certain functions, nevertheless you may also activate a mode to use keyboard commands to directly enter data / select functions from the FMS. Please bear in mind that as long as the keyboard mode is activated other key assignments in your flightsim won’t work.

Note

In case you are using the keyboard entry mode do not forget to deactivate it when entries are completed to

gain full function of regular flightsim functions.

The table on the following page shows the available key commands.

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Function

German Keyboard

U.S. Keyboard

Toggles left MCDU keyboard entry mode ON/OFF

Strg+Umschalt+1

Ctrl+Shift+1

Toggles right MCDU keyboard entry mode ON/OFF

Strg+Umschalt+2

Ctrl+Shift+2

LSK 1L

LSK 2L

LSK 3L

LSK 4L

LSK 5L

LSK 6L

LSK 1R

LSK 2R

LSK 3R

LSK 4R

F10

LSK 5R

F11

LSK 6R

F12

MSG

Strg+F1

Ctrl+F1

Dir/Intc

Strg+F2

Ctrl+F2

Fpln

Strg+F3

Ctrl+F3

Dep/Arr

Strg+F4

Ctrl+F4

Hold

Strg+F5

Ctrl+F5

MCDU Menu

Strg+F6

Ctrl+F6

Index

Strg+F7

Ctrl+F7

Fix

Strg+F8

Ctrl+F8

Legs

Strg+F9

Ctrl+F9

Sec Fpln

Strg+F10

Ctrl+F10

VNAV

Strg+F11

Ctrl+F11

Exec

Return oder Strg+F12

Return or Ctrl+F12

Radio

Umschalt+F1

Shift+F1

Prog

Umschalt+F2

Shift+F2

Perf

Umschalt+F3

Shift+F3

MFD Data

Umschalt+F4

Shift+F4

MFD Menu

Umschalt+F5

Shift+F5

MFD Adv

Umschalt+F6

Shift+F6

A-Z

0-9

+ - -

- / /

Leertaste

Space

DEL

Entf

Delete

CLR

Zurück

Backspace

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PREF LIGHT SETUP AND SE Q UENCE OF PAGES

During flight preparation the FMS is set up as well. This setup follows a certain sequence of events which will be briefly introduced in this chapter. Check the tutorial flight and FMS manual for more information.

1. Status Page After startup the FMS displays the STATUS page – review the displayed information for consistency

2. POS Init Now you need to enter the aircrafts position.

3. FLTPLN

a. Enter Origin b. Enter Destination c. Enter Origin Runway d. Enter Alternate airport e. DEP/ARR

i. Enter a SID

ii. Enter a STAR f. Modify SID/STAR g. Enter route in FLTPLN page according your route string

4. LEGS Check route & altitude / speed restrictions

5. PERF Review / set up the selected climb, cruise and descent profiles

6. PROG Review the data on the progress page

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GLOBAL POSITI O NING SYSTEM (GPS)

The global positioning system works according the same principle as smartphones or handheld GPS-units – the unit receives satellite signals to compute the current positions, altitude and velocity. The main difference between the CRJs GPS and a handheld device is the accuracy of the GPS signals and hence the aircrafts position as well as redundancy.

The CRJ has two independent antennas and receivers which have an interface to the integrated avionics processor system (IAPS). The IAPS connects data from the FMS, the inertial reference systems and other navigation sources to provide navigation, position information and guidance.

GPS data may be considered via opening the respective FMS pages on the control display unit.

VHF NA V IGATION

Two VHF navigation systems NAV 1 and NAV 2 are available on the CRJ. Both provide receiving and processing of the following signals

• VOR stations

• Localizer (LOS) / glideslope (GS) / ILS stations

• Marker beacon (MB)

The radio tuning unit is the primary device to tune navigation or communication frequencies. Nevertheless, there is a backup tuning unit to tune NAV 1 and 2:

Bild und Kontrollen Backup Tuning unit

The VOR/LOC receivers operate in the following ranges:

• VOR frequencies all even frequencies from 108.00 to 111.90 MHz and all frequencies from 112.00 to

117.95 MHz.

• LOC frequencies all odd frequencies from 108.10 to 111.95 MHz

The received data is displayed on the pilot and copilots PFD and MFD depending on the selected modes.

In case an ILS is tuned horizontal and glideslope information are displayed accordingly.

The marker beacons provide information on the distance to runway threshold by aural signals and visual cues on the PFD and MFD.

VOR/LOC stations may be identified by aural designators when selected accordingly on the audio’s integrated system.

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AUTO M A TIC DI R ECTION FI NDER (AD F )

The ADF system is used to display the bearing from the aircraft to a ground station. The ground station may either be a non-directional beacon (NDB) or a standard amplitutde modulation (AM) broadcast station sending within the frequency range of 190.0 to 1799,5 kHz.

The CRJ has two ADF receivers ADF 1 and ADF 2 which may be operated independently.

Bearing selection is made on the pilot or copilots display control panel (DCP) whereas the bearing-to-station data is displayed in the HSI section of the PFD or on the MFDs.

Aerosoft CRJ-700 Operation Manual Part 2

Specifications and Main Features

Frequently Asked Questions

User Manual