PRM Vol1 Systems

CRJ1000
Pilot Reference Manual

Volume 1
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CRJ1000 Pilot Reference Manual Vol 1 are trademarks of Bombardier Inc. or its subsidiaries.
Copyright © 2002-2018, Bombardier Inc. or its subsidiaries. All rights reserved.
TABLE OF CONTENTS
Record of Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-2
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-3
Volume Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-4
Volume 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-4
Volume 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-5
Pagination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-6
Page Header. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-6
Page Footer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-6
Notes, Cautions and Warnings . . . . . . . . . . . . . . . . . . . . 0-7
Units of Measurement. . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-8
ICAO Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-8
SI Units Used In ‘Metric’ Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-8
B.E.S. Units Used In ‘Imperial’ Aircraft . . . . . . . . . . . . . . . . . . . . . . . 0-8
Unit Conversion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-9
Conversion Factors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-9
Temperature Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-10
Barometric Pressure Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . 0-11
Abbreviations/Acronyms . . . . . . . . . . . . . . . . . . . . . . . . 0-12
Copyright © Bombardier Inc. General Information

Rev 5, December 2018
For Training Purposes Only 0-i
TABLE OF CONTENTS
Page Intentionally Left Blank
General Information Copyright © Bombardier Inc.

0-ii For Training Purposes Only
GENERAL INFORMATION

For Training Purposes Only 0-1
Record of Revisions
Revisions to this manual are identified by their issue date. Each revision is
to be inserted promptly and registered in the Record of Revisions sheet.
ISSUE DATE INSERTED BY DATE INSERTED SIGNATURE
June 2012 Bombardier June 2012 Original
June 2013 Bombardier June 2013 Original
December 2013 Bombardier December 2013 Original
Rev 0, December 2014 Bombardier December 2014 Original
Rev 1, June 2016 Bombardier June 2016 Original

0-2 For Training Purposes Only
Foreword
The Pilot Reference Manual (PRM) is intended to provide students with a
summary of aircraft system descriptions and operating procedures. The
PRM is ‘For Training Purposes Only’, and as such the publications listed in
the tables below take precedence.
The PRM contains information condensed from the following publications:
CRJ1000 (CL-600-2E25)
TITLE IDENTIFICATION REVISION LEVEL
Airplane Flight Manual (AFM) CSP D-012 Rev 20, Sep 28/2018
Flight Crew Operating Manual Vol 1: Rev 16, Apr 27/2018

CSP D-013
(FCOM) Vol 2: Rev 20, Sep 28/2018
Quick Reference Handbook Vol 1: Rev 20, Sep 28/2018

CSP D-022
(QRH) Vol 2: Rev 20, Sep 28/2018

Volume Description
The PRM is comprised of two volumes. Volume 1 includes a description of
aircraft systems. Volume 2 includes aircraft operating instructions.
General Information is the first chapter of each volume.
Volume 1
0. General Information: Record of Revisions, Foreword, Volume
Description, Pagination, Notes, Cautions and Warnings, Units of
Measurement, Unit Conversion and Abbreviations/Acronyms.
1. Aircraft General
2. Automatic Flight Control System
3. Auxiliary Power Unit
4. Communication
5. Doors
6. Electrical
7. Environmental Control System
8. Fire and Overheat Protection
9. Flight Controls
10. Flight Instruments
11. Fuel
12. Hydraulics
13. Ice and Rain Protection
14. Indicating and Recording System (EICAS)
15. Landing Gear
16. Aircraft Lighting
17. Navigation
18. Oxygen and Emergency Equipment
19. Pneumatics
20. Power Plant
21. Water and Waste

Volume 2
0. General Information: Record of Revisions, Foreword, Volume
Description, Pagination, Notes, Cautions and Warnings, Units of
Measurement, Unit Conversion and Abbreviations/Acronyms.
1. Limitations: AFM limitations.
2. Normal Procedures: Normal procedures and duties assigned to the
crew, including checklists, expanded checklists, standard callouts and
flight profiles.
3. Abnormal and Emergency Procedures: QRH protocol and general
procedures including crew duties. Expanded checklists for selected
procedures.
4. Performance: Definitions, Balanced Field, Speed Book, Reduced
Thrust, Wet and Contaminated Operations and One Engine Only
Performance.
5. Flight Planning: To Be Determined.
6. Weight and Balance: Weights and Definitions.
7. Loading: To Be Determined.
8. Configuration Deviation List: CDL as provided by Bombardier
Aerospace.
9. Minimum Equipment List: MEL as provided by Bombardier
Aerospace.
10. Survival and Emergency Equipment: Description of equipment based
on typical aircraft configuration.
11. Emergency Evacuation Procedures: Coordination procedures
between flight crew and between flight and cabin crew.

Pagination
Volume 1 begins with chapter 0 – General Information. The remaining 21
chapters are ordered alphabetically and each chapter is dedicated to a
specific aircraft system description.
Volume 2 begins with chapter 0 – General Information. The remaining 11
chapters that are numerically sequenced from 1 to 11.
Page Header
The page header provides the following information:
Aircraft Type Publication Title
Page Footer
The page footer provides the following information:
Chapter Title General Information

Date Issued Rev 5, December 2018
Chapter # - Page # 0-6
Intended Use For Training Purposes Only

Notes, Cautions and Warnings
Specific items requiring emphasis are expanded upon and ranked in
increasing order of importance in the form of a NOTE, CAUTION or
WARNING.
NOTE
Expands on information which is considered essential
to emphasize. Information contained in notes may also
be safety related.
CAUTION
Provides information that may result in damage to
equipment if not followed.
WARNING
EMPHASIZES INFORMATION THAT MAY RESULT
IN PERSONAL INJURY OR LOSS OF LIFE IF NOT
FOLLOWED.

Units of Measurement
Bombardier CRJ displayed units conform with ICAO standards. Weight
and barometric pressure are expressed in accordance with either the
International System of Units (SI) or the British Engineering System of
Units (B.E.S.).
ICAO Standards
• Distances: nautical miles (nm)
• Speed: knots (KIAS)
• Altitude: feet (ft)
• Time: day, hour, minute, second (d, h, min, s)
• Temperature: degree Celsius (°C)
• Electric current: ampere (A)
• Voltage: volts (V), volts DC (VDC), volts AC (VAC)
• Kilovolt amperes (kVA)
• Frequency: hertz (Hz)
SI Units Used In ‘Metric’ Aircraft

• Weight: kilogram (kg)
• Barometric pressure: hectopascal (hPa)
B.E.S. Units Used In ‘Imperial’ Aircraft

• Weight: pound (lb)
• Barometric pressure: inches of mercury (In Hg)

Unit Conversion
Conversion Factors
MULTIPLY BY TO OBTAIN MULTIPLY BY TO OBTAIN
0.54 Knots
Centimeters 0.3937 Inch km/hr
0.6214 mph
1.151 mph
Centimeters2 0.155 Inch2 Knots
1.852 km/hr
Centimeters3 0.061 Inch3 kPa 0.145 psi
0.2642 Gal (U.S.)

Feet 0.0348 Meters Liters
0.22 Gal (Imp)
Feet2 0.0929 Meters2 Meters 3.281 Feet
Feet3 0.0283 Meters3 Meters2 10.76 Feet2

1.201 Gal (U.S.)
Gal (Imp)
4.546 Liters Meters3 35.3115 Feet3
5280 Feet
3.785 Liters
Gal (U.S.) Mile 1.609 Kilometer
0.8327 Gal (Imp)
0.869 Nautical Mile
1.609 km/hr
Inch 2.54 Centimeters mph
0.869 Knots
Nautical 1.151 Mile

Inch2 6.452 Centimeters2 Mile 1.852 Kilometer
Inch3 16.387 Centimeters3 Pound (lb) 0.45 Kilogram
Kilogram 2.205 Pound (lb) psi 6.895 kPa
0.6214 Mile
Kilometer
0.54 Nautical Mile

Temperature Conversion
• °C to °F: (°C x 9/5) + 32 = °F
• °F to °C: (°F - 32) x 5/9 = °C
°C °F °C °F °C °F °C °F
-45 -49.0 -21 -5.8 3 37.4 27 80.6
-44 -47.2 -20 -4.0 4 39.2 28 82.4
-43 -45.4 -19 -2.2 5 41.0 29 84.2
-42 -43.6 -18 -0.4 6 42.8 30 86.0
-41 -41.8 -17 1.4 7 44.6 31 87.8
-40 -40.0 -16 3.2 8 46.4 32 89.6
-39 -38.2 -15 5.0 9 48.2 33 91.4
-38 -36.4 -14 6.8 10 50.0 34 93.2
-37 -34.6 -13 8.6 11 51.8 35 95.0
-36 -32.8 -12 10.4 12 53.6 36 96.8
-35 -31.0 -11 12.2 13 55.4 37 98.6
-34 -29.2 -10 14.0 14 57.2 38 100.4
-33 -27.4 -9 15.8 15 59.0 39 102.2
-32 -25.6 -8 17.6 16 60.8 40 104.0
-31 -23.8 -7 19.4 17 62.6 41 105.8
-30 -22.0 -6 21.2 18 64.4 42 107.6
-29 -20.2 -5 23.0 19 66.2 43 109.4
-28 -18.4 -4 24.8 20 68.0 44 111.2
-27 -16.6 -3 26.6 21 69.8 45 113.0
-26 -14.8 -2 28.4 22 71.6 46 114.8
-25 -13.0 -1 30.2 23 73.4 47 116.6
-24 -11.2 0 32.0 24 75.2 48 118.4
-23 -9.4 1 33.8 25 77.0 49 120.2
-22 -7.6 2 35.6 26 78.8 50 122.0

Barometric Pressure Conversion
0 1 2 3 4 5 6 7 8 9
hPa
INCHES OF MERCURY (InHg)
940 27.76 27.79 27.82 27.85 27.88 27.91 27.94 27.96 27.99 28.02
950 28.05 28.08 28.11 28.14 28.17 28.20 28.23 28.26 28.29 28.32
960 28.05 28.38 28.41 28.44 28.47 28.50 28.53 28.56 28.58 28.61
970 28.64 28.67 28.70 28.73 28.76 28.79 28.82 28.85 28.88 28.91
980 28.94 28.97 29.00 29.03 29.06 29.09 29.12 29.15 29.18 29.20
990 29.23 29.26 29.29 29.32 29.35 29.38 29.41 29.44 29.47 29.50
1000 29.53 29.56 29.59 29.62 29.65 29.68 29.71 29.74 29.77 29.80
1010 29.83 29.85 29.88 29.91 29.94 29.97 30.00 30.03 30.06 30.09
1020 30.12 30.15 30.18 30.21 30.24 30.27 30.30 30.33 30.36 30.39
1030 30.42 30.45 30.47 30.50 30.53 30.56 30.59 30.62 30.65 30.68
1040 30.71 30.74 30.77 30.80 30.83 30.86 30.89 30.92 30.95 30.98
1050 31.01 31.04 31.07 31.09 31.12 31.15 31.18 31.21 31.24 31.27

Abbreviations/Acronyms
The following abbreviations/acronyms may be used by flight deck displays,
radio tuning units and flight management system or be found throughout
the manual. Some abbreviations may also appear in lower case letters.
A/C air conditioning
A/I, A/ICE anti-ice
A/SKID anti-skid
AC advisory circular, alternating current
ACARS airborne communications addressing and reporting system
ACC acceleration
ACM air cycle machine, additional crew member
ACMP alternating current motor pump
ACP audio control panel
ACSC air-conditioning system controller
ACT active
ACU air-conditioning unit (pack)
ADC air data computer
ADF automatic direction finder
ADG air-driven generator
ADI attitude direction indicator
ADS air data system
ADSHC air data sensor heater controller
AECU audio electronic control unit
AEO all engines operating
AFCS automatic flight control system
AFM airplane flight manual
AGL above ground level
AGW aircraft gross weight

AHC attitude heading computer
AHRS attitude heading reference system
AIL aileron
AILC anti-ice leak controller
AIS audio integrating system
ALIGN aligning, alignment
ALT altitude, altimeter, altitude hold (PFD/FD)
ALT CAP altitude capture (PFD/FD)
ALT HOLD altitude hold
ALTN alternate
ALTS preselected altitude/altitude tracking mode (PFD/FD)
ALTS CAP preselected altitude captured (PFD/FD)
AM amplitude modulation
AMB ambient
AMI alpha margin indicator
AMM aircraft maintenance manual
amp ampere(s)
ANNUN annunciator
ANT antenna
AOA angle-of-attack
AP autopilot
APC auxiliary power control
APPR approach, approach mode (PFD/FD)
APPROX approximately
APR automatic performance reserve
APU auxiliary power unit
APV approach procedure with vertical guidance
ARINC aeronautical radio incorporated
ARP air data reference panel

ARR arrival
ASCU anti-skid control unit
ASI airspeed indicator
ASYM asymmetrical
ATA air transport association of america
ATC air traffic control
ATN B1 aeronautical telecommunication network baseline 1 controller pilot data link

CPDLC communications
ATS air turbine starter
ATT, ATTD attitude
ATTND attendant
AUTO automatic
AUTO XFER automatic transfer
AUX auxiliary
AV avionics
AVAIL available
AWM airworthiness manual
AWO all weather operations
AZ azimuth
B
1/2 BNK half bank mode (PFD/FD)
B/AIR bleed air
B/C back course
B/LEAK bleed leak
BARO barometric
BAT, BATT battery
BDI bearing distance indicator
BITE built-in test equipment
BLD bleed

BOOM headset microphone
BPSU brake position sensor unit
BRG bearing
BRK brake
BRT bright
BTL bottle
BTMS brake temperature monitoring system
BTMU brake temperature monitoring unit
BUTE bent up trailing edge
BYPS bypass
C
C cabin, caution, center
CAA civil aviation authority (UK)
CAAC civil aviation authority of China
CAFM computerized airplane flight manual
CAIV cowl anti-ice valve
CALT cabin altitude
CAPT captain
CAS calibrated airspeed, crew alerting system
CAT category
CAT II category II
CB circuit breaker
CBP circuit breaker panel
CC cubic centimeter
CDL configuration deviation list
CDU control display unit
CG center of gravity
CH channel, chapter
CHAN channel

CIFP computerized in-flight performance
CIS commonwealth of independent states
CKPT cockpit
CLB climb
CLK clock
CLSD closed
CMD command
COM communication
COMP comparator, compressor
CONT contactor, continuous, control, controller
COOL cooling
CPAM cabin pressure acquisition module
CPC cabin pressure controller
CPCP cabin pressure control panel
CPDLC controller pilot data link communications
CPLT copilot
CRT cathode ray tube
CRZ cruise
CSD constant speed drive
CTR center
CVNAV vertical navigation (VNAV) capability – coupled
CVR cockpit voice recorder

D
DA drift angle
DBU data base unit
DC direct current
DCP display control panel
DCU data concentrator unit
DECEL decelerate(d)

DECR decrease
DEFL defuel
DEG degree
DEPRESS depressurize
DEPT departure
DES descent, descent mode (PFD/FD)
DEST destination
DET detector
DEV deviation
DFDAU digital flight data acquisition unit
DFDR digital flight data recorder
DG directional gyro
DH decision height
DiEGME diethylene glycol monomethyl ether
DIFF differential
DIM dimming
DIR direct
DIS distance (to way point)
DISA deviation from international standard atmosphere
DISC disconnect
DISCH discharge
DISP dispatch
DIST distance
DME distance measuring equipment
DN down
DOT department of transport, department of transportation
DR door
DSPLY display

E
EAS equivalent airspeed
EASA european aviation safety agency
ECAA egyptian civil aviation authority
ECP eicas control panel
ECS environmental control system
ECU electronic control unit
ED eicas display
EDP engine driven pump (engine primary hydraulic pump)
EFB electronic flight bag
EFIS electronic flight instrument system
e.g. exempli gratia (for example)
EGPWS enhanced ground proximity warning system
EGNOS european geostationary navigation overlay service
EGT exhaust gas temperature
EICAS engine indication and crew alerting system
ELEC electrical
ELEV elevator, elevation
ELT emergency locator transmitter
EMER emergency
ENG engine(s)
EPC external power contactor
EPNdB effective perceived noise
EQUIP equipment
ERP eye reference position
ESS essential
ET elapsed time
ETA estimated time of arrival
EVAC evacuation

EXH exhaust
EXTIN extinguish(ed)
F
F/CTL flight control(s)
FA flight attendant
FAA federal aviation administration (USA)
FACF final approach course fix
FADEC full authority digital engine control
FAF final approach fix
FAIL failure
FAR federal aviation regulations
FCC flight control computer
FCOM flight crew operating manual
FCP flight control panel
FCU fuel control unit
FD flight director
FDAU flight data acquisition unit
FDCU flight data converter unit
FDR flight data recorder
FECU flaps electronic control unit
FEED feeder
FF fuel flow
FIDEEX fire detection and extinguishing
FIREX fire extinguisher
FL flight level
FLC flight level change
FLD field
FLT flight
FLX flex thrust (reduced takeoff thrust)

FMC flight management computer
FMS flight management system
FO first officer
FOD foreign object damage
FPCCM flight planning and cruise control manual
FPLN flight plan
fpm foot (feet) per minute
FREQ frequency
FS fuselage station
FSII fuel system icing inhibitor(s)
ft foot, feet
FUSE fuselage
FW firewall
FWD forward
G
g g force
G (±) receiver gain
G/S glide slope
GA go-around, go-around mode (PFD/FD)
GAGAN gps and geo-augmented navigation system
GAL gallon(s)
GCS ground clutter suppression
GCU generator control unit
GE general electric
GEN generator
GLD ground lift dumping
GMT greenwich mean time
GNSS global navigation satellite system
gpm gallons per minute

GPS global positioning system
GPWS ground proximity warning system
GRAD gradient
GRAV gravity
GRND ground
GS ground speed
GW gross weigh
H
HI indicated altitude
HP true pressure altitude
HDG heading, heading mode
HDG HOLD heading hold
HDG SEL heading select
HEAT heater
HF high frequency (3-30 mhz)
Hg mercury
HGS heads-up guidance system
HI high
HLDR holder
HOR, HORIZ horizontal
HP high pressure
hPa hectopascals
HSI horizontal situation indicator
HSTA horizontal stabilizer trim actuator
HSTCU horizontal stabilizer trim control unit

HTR heater
HUD heads-up display
HYD hydraulic
Hz hertz

I
I/C intercom
IAPS integrated avionics processing system
IAS indicated airspeed
ICAO international civil aviation organization
ICU interphone control unit
ID, IDENT identification
IDG integrated drive generator
i.e. id est (that is)
IFR instrument flight rules
IGN ignition
ILS instrument landing system
IM inner marker (ILS)
IMC instrument meteorological conditions
IMP imperial
in. inch(es)
in Hg inches of mercury
INBD inboard
INCR increase
IND indication, indicator, indicating
INDEP independent
INFLT in-flight
INHIB inhibit
INOP inoperative
INPH interphone
INIT initialize
INSP inspection
INST, INSTR instrument(s)
INT internal, integral, intersection

INT/SVC intercom/service
INTC intercept
INTEG integral
IRS inertial reference system
IRU inertial reference unit
ISA international standard atmosphere
ISI integrated standby instrument
ISO international standard organization
ISOL isolation, isolated
ITT inter turbine temperature

J
JAA joint aviation authorities
JAR joint aviation requirements
KCAS knots calibrated airspeed
kg kilogram(s)
kHz kilohertz
KIAS knots indicated airspeed
kPa kilopascals
kt, kts knot(s)
kVA kilovolt-amperes
kW(s) kilowatt(s)
l liter(s)
L landing, left
L/T landing/taxi
L/V (SBAS) LNAV/VNAV
LAV lavatory
lb pound(s)

LCD liquid crystal display
LCN load classification number
LCV load control valve
LDA localizer-type directional aid
LDG landing
LDG GR landing gear
LDU lamp driver unit
LE leading edge
LED light emitting diode
LG landing gear
LH left hand
LIM limit
LK leak
LNAV lateral navigation
LO low
LOC localizer (ILS)
LOC-BC localizer back course
LOH level-off height
LOI loss of integrity
LOP low oil pressure
LP low pressure
LPV localizer performance with vertical guidance
lpm liter(s) per minute
LR long range
LRC long range cruise
LSB lower side band
LSK(s) line select key(s)
LTS lights
LW left wing

LWD left wing down
LWR lower
M
M mach number
MI indicated mach number
MMO maximum operating speed in mach number
MT true mach number
M, m meter(s)
MAA maximum authorized altitude
MAC mean aerodynamic cord
MAG magnetic
MAINT maintenance
MALF malfunction
MAN manual
MAP ground map (WXR)
MAX maximum
mb millibar(s)
MCA minimum crossing altitude
MCT maximum continuous thrust
MDA minimum descent altitude
MDC maintenance diagnostic computer
MEA minimum enroute altitude
MECH mechanic
MED medium
MEL minimum equipment list
MES main engine start
MFD multifunction display(s)
MFS multifunction spoiler(s)

MHz megahertz
MI mile(s)
MIC microphone
mil thousandth of an inch
MIN minimum, minute
MISCOMP miscompare
MKR marker
MLG main landing gear
MLS microwave landing system
MLW maximum landing weight
MM middle marker
mm millimeter(s)
MMEL master minimum equipment list
MNPS minimum navigation performance specifications
MOD module
MON monitor
MPH, mph miles per hour
MRW maximum ramp weight
MSG message
MSL mean sea level
MST master
MTG miles to go
MTOW maximum takeoff weight
MTW maximum taxi weight
MZFW maximum zero fuel weight

MISC
& and
°C degree(s) celsius
°F degree(s) fahrenheit

 delta
# number
% percent
N
N/A not applicable
N/W nosewheel
N normal
N1 low pressure rotor
N2 high pressure rotor
NAD north american datum
NATO north atlantic treaty organization
NAV navigation, nav mode (PFD/FD)
ND navigation display, nose down
NDB non-directional beacon
NEG negative
NICAD nickel-cadmium
NL nose left
NM, nm nautical mile(s)
No. number
NORM normal
NOTAM notice to all airmen
NTO normal takeoff
NU nose up
OAT outside air temperature
OB outboard
OBS observer
OBV operability bleed valve
OEI one engine inoperative

OEW operating empty weight
OM outer marker (ILS)
OUT outer
OUTBD outboard
OVBD overboard
OVHD overhead
OVHT overheat
OVLD overload
OXY, O2 oxygen
P/N part number
P/S pitot/static
P pressure
PA passenger address, pressure altitude
PAC path attenuation correction
PACK air-conditioning package
PASS, PAX passenger(s)
PBE protective breathing equipment
PCU power control unit
PDU power drive unit
PF pilot-flying
PFD primary flight display
PIT pitch, pilot initiated test, pitch attitude comparison message
PLA power lever angle
PLT pilot
PM pilot-monitoring
POS position
POS INIT position initialization
PPH pounds per hour

PRESS pressure, pressurization
PRI, PRIM primary
PRNAV precision area navigation
PROX proximity
PRSOV pressure regulating shutoff valve
PRV pressure regulating valve
PSEU proximity sensor electronic unit
PSI pounds per square inch
PSID pounds per square inch differential
PSIG pounds per square inch gauge
PSS proximity sensor system
PSU passenger service unit
PT2 engine inlet pressure
PTCH pitch vertical mode (PFD/FD)
PTT push-to-talk
PWR power
Q
QAR quick access recorder
QEC quick engine change
QFE local station pressure
QNE ISA, barometric pressure
QNH altimeter setting
QTY quantity
R right
RA radio altitude, resolution advisory
RAIM receiver autonomous integrity monitoring
RCCB remote controlled circuit breaker
RCDR recorder

RCVR receiver
RDR radar
REC receive, record
RECIRC recirculation
REF reference(s)
REFL refuel
Rev. revision
REV reverse, reverser
RH right hand
RMI radio magnetic indicator
RNAV area navigation
RNP required navigation performance
ROT rotation
RPM revolutions per minute
RT receiver-transmitter
RTE route
RTL rudder travel limiter
RTO rejected takeoff
RTU radio tuning unit
RUD rudder
RVR runway visual range
RVSM reduced vertical separation minimum
RVSR reverser
RW right wing
RWD right wing down
RWY runway
S
SAT static air temperature
SB service bulletin

SBAS satellite-based augmentation system
SCAV scavenge
SCID software configuration index drawings
SDF simplified directional facility
SEC second, secondary
SECS spoiler electronic control system
SECU spoiler electronic control unit
SEL select, selector
SELCAL selective calling
SENS sensitivity, sensor
SERV service
SFECU slat flap electronic control unit
SL sea level
SLD super-cooled large droplet
SMKG smoking
SOV shutoff valve
SP, SPD speed
SPEC specification
SPKR speaker
SPLR spoiler(s)
SPLRON spoileron
SPS stall protection system
SQL squelch
SSB single side band
SSCU spoiler stabilizer control unit
STA station
STAB stabilizer
STAT status
STBY standby

STRG steering
SW switch(es)
SYN synchronize
SYNC synchronous
SYS, SYST system

T
T/O, TO takeoff
T/R thrust reverser
T2 engine inlet temperature
TA traffic advisory
TAS true airspeed
TAT total air temperature
TC transport canada
TCAS traffic alert and collision avoidance system
TE trailing edge
TEMP temperature
TERR terrain
TFC traffic
TGL temporary guidance leaflet
TGT target
TOC top of climb
TOD top of descent
TOGA takeoff/go-around
TRB, TURB turbulence
TRK track
TRM trim
TRU transformer rectifier unit
TSS traffic surveillance system
TX transmit

TXFR transfer
UHF ultra high frequency
ULD underwater locator device
UNSCHD unscheduled
USB upper side band, universal serial bus
U.S. gal, USG united states gallon(s)
UTC universal time coordinated
UTIL utility
V
V Volt(s)
V_ V-speed (refer to Chapter 04, Performance – Definitions – Airspeeds)
V1 takeoff decision speed
V1MBE maximum V1 for brake energy
V1MCG minimum V1 limited by control on the ground
V2 takeoff safety speed
V2GA approach climb speed
VA design maneuvering speed
VEF critical engine speed
VENR climb speed during the enroute phase
VFE maximum flap extended speed
VFTO final takeoff speed
VLC climb speed during the landing climb
VLE maximum landing gear extended speed
VLO maximum landing gear operating speed
VMC minimum control speed
VMCA minimum control speed air

VMCG minimum control speed ground
VMCL minimum control speed landing
VMO maximum operating speed (in knots)
VR rotation speed
VREF landing reference speed
VS stalling speed
VS1G reference stall speed based on 1.0 G criteria
VSR reference stall speed
VAC volt alternating current
VALT vertical altitude
VALTS vertical altitude select
VALTV vertical altitude VNAV
VCLB vertical climb
VDC volt direct current
VDES vertical descent
VFR visual flight rules
VGP vertical glide path
VHF very high frequency
VIB vibration
VMC visual meteorological conditions
VNAV vertical navigation
VOL volume
VOR VHF omnidirectional range station
VPATH vertical path
VS vertical speed, vertical speed mode (PFD/FD)
VSI vertical speed indicator

W
W/C wind component

W/S windshear
W/W wheel well
WAAS wide area augmentation system
WARN warning
WBM weight and balance manual
WGS world geodetic system
WIND window
WL water line
WOW weight-on-wheels
WPT waypoint
WS wing station(s), second segment limited weight
WSHLD windshield
WT, wt weight
WX weather
WXR weather radar

X
XFER, XFR transfer
XFLOW cross-flow
XMIT transmit
XPDR transponder
XTK cross-track
XWC crosswind component
YD yaw damper, yaw damping
ZFW zero fuel weight
ZULU universal coordinated time


TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Noise and Exhaust Levels . . . . . . . . . . . . . . . . . . . . . . . 1-2
Copyright © Bombardier Inc. Aircraft General

TABLE OF CONTENTS
Aircraft General Copyright © Bombardier Inc.

LIST OF FIGURES
Figure 1.1 Aircraft Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Figure 1.2 Aircraft Turning Radius . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Figure 1.3 Intake and Exhaust Danger Areas . . . . . . . . . . . . . . . . . . 1-5
Figure 1.4 Aircraft Antenna Locations . . . . . . . . . . . . . . . . . . . . . . . . 1-6
Figure 1.5 Horizontal Stabilizer Markings . . . . . . . . . . . . . . . . . . . . . 1-7
Figure 1.6 Flight Deck Forward View. . . . . . . . . . . . . . . . . . . . . . . . . 1-7
Figure 1.7 Flight Deck General Arrangement . . . . . . . . . . . . . . . . . . 1-8
Figure 1.8 Eye Reference Position Datum . . . . . . . . . . . . . . . . . . . . 1-9
Figure 1.9 Flight Deck Aft View . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
Figure 1.10 Reinforced Flight Deck Door . . . . . . . . . . . . . . . . . . . . . 1-11
Figure 1.11 Forward Attendant’s Panel and Wardrobe . . . . . . . . . . . 1-12
Figure 1.12 Attendant’s Panel – Cabin Lighting Controls . . . . . . . . . 1-13
Figure 1.13 Flight Attendant’s Seats . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
Figure 1.14 Observer’s Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15

For Training Purposes Only 1-iii
LIST OF FIGURES

1-iv For Training Purposes Only
AIRCRAFT GENERAL

Introduction
This Pilot Reference Manual (PRM) covers the following Bombardier
CRJ1000 (CL-600-2E25) aircraft.
The CRJ1000 (CL-600-2E25) the latest in the CRJ series of aircraft
entered service in 2010.
Noise and Exhaust Levels

Bombardier CRJ aircraft easily meet the most stringent of the FAA’s rating
systems for aircraft noise as defined by FAR Part 36 stage IV
requirements. Exceptionally quiet during takeoff and landing, each aircraft
has allowed a number of airlines to extend their operating hours at some
airports. The engines are highly efficient and clean-burning, which results
in very low exhaust emissions and lower fuel consumption.

D
A
A B C D E
Span Tail Height Winglet Fuselage Length
PRM1_01_019
Height Width
85.85 ft 23.37 ft 10.45 ft 8.83 ft 128.40 ft

26.17 m 7.43 m 3.18 m 2.69 m 39.13 m
Figure 1.1 Aircraft Dimensions

NOTE
Maximum steering
6\PPHWULFDODQGLGOHWKUXVW
NOSE WHEEL
1RGLIIHUHQWLDOEUDNLQJ
ANGLE
GHJUHHVWHHULQJDQJOH
6OLSRIGHJUHHV
'U\UXQZD\
6ORZFRQWLQXRXVWXUQ
0D[LPXPDLUSODQHZHLJKW
$IWFHQWHURIJUDYLW\
B
A
D
E
A B C D E F G
Radii ,QEG 2XWEG 1RVH 2XWERDUG 7DLO 1RVH 'LDPHWHU
PRM1_01_018
:KHHO :KHHO :KHHO :LQJ7LS

IW IW IW IW
CRJ1000 IW IW IW
P P 21.42 m P
P 6.74 m P
Figure 1.2 Aircraft Turning Radius

Idle Maximum
Thrust Thrust
0 FT (0 m) 0 FT (0 m)
393°C 532°C
10 (3) 103 MPH (790°F) (990°F) 10 (3)
(165 KPH)
20 (6) 60°C 20 (6)
(140°F) 227°C 544 MPH
(440°F) (875 KPH)
30 (9.1) 30 (9.1)
34 MPH
40 (12.2) (55 KPH) 40 (12.2)
50 FT (15.2 m) 27°C 60°C 50 FT (15.2 m)
(80°F) (140°F)
60 (18.3) 137 MPH 60 (18.3)
(220 KPH)
20 MPH
70 (21.3) (32 KPH) 70 (21.3)
80 (24.4) 80 (24.4)
IDLE
90 (27.4) THRUST 90 (27.4)
100 FT (30.5 m) 68 MPH 100 FT (30.5 m)
19.7 FT
(110 KPH)
(6 m)
110 (33.5)
120 (36.6)
130 (39.6)
140 (42.7)
MAXIMUM
THRUST 150 FT (45.7 m)
PRM7_01_002
160 (48.8)
19.7 FT 170 (51.8)

(6 m)
Figure 1.3 Intake and Exhaust Danger Areas

VOR and
Underwater Localizer
Locator Beacons (Both Sides)
ATC 1 / ATC 2 CVR and FDR
TCAS VHF 1 GPS VHF 3 HF

Directional (Both Sides) Antenna
DME 1 2nd Radio Radio Emergency

DME 2 VHF 2 Altimeter Altimeter Locator
Transmitter
TCAS Marker Beacon 1
Omnidirectional ATC 1 / ATC 2 Marker Beacon 2
Weather Radar
Antenna
PRM7_01_004
NOTE:
Glideslope Radar hazard area is
Antenna 60 cm (2 ft) from antenna
with radome closed.
Figure 1.4 Aircraft Antenna Locations

Full Up +2º
-13º
own
Full D
VOR and
Localizer
Antenna
PRM7_01_005
Figure 1.5 Horizontal Stabilizer Markings
Overhead Panel
Center
Instrument Panel
Glareshield Copilot’s
Instrument
Pilot’s Panel
Instrument
Copilot’s
Panel
Side
Console
Pilot’s
Side
Console
PRM7_01_007
Center Pedestal
Figure 1.6 Flight Deck Forward View

10
11
9
8
12
7 7
13
6 14
15
5
4 4
16
3
2
1. Flight bag storage unit 8. HGS combiner (optional)

2. Storage pocket 9. Handhold
3. Checklist holder 10. Crew escape hatch
4. Chart holder (adjacent 11. Escape rope
to pencil holder and map 12. Gaspers
PRM7_01_008
light) 13. Compass calibration card

5. Sun visor 14. Eye reference position datum
6. HGS combiner lens (optional) 15. Pencil holder
7. Overhead speaker 16. Cup holder
Figure 1.7 Flight Deck General Arrangement

Top view
White
White
White C
Si op
gh ilo
tl s
e
gh t'
in
t l t's
Si Pilo
in
Front View e
Correct seat placement (height, fore and aft):

– All flight controls unrestricted throughout full travel;
– Flight instruments and warning lights visible, without being obstructed;
PRM7_01_009
– Out-of-cockpit visibility unobstructed;

– Seat position same for VFR or IFR;
– Seat position comfortable.
Figure 1.8 Eye Reference Position Datum

Optional Fuel Quantity

A
Preselect Panel
LAMP CL OP S.O.V. CL OP S.O.V. CL OP DEFUEL TEST
ON ON
TEST FUEL
OFF OFF
MANUAL OFF
ON H. LEVEL DETECTOR FUEL AUTO
RIGHT LEFT
0 Airplane level indicators
POWER
0 0 0 PRES. TOTAL QTY
Used with magnetic level
INC. ON
FUEL QTY
FAULT BITE
Indicators in the wings,
ANNUNC. INITIA. DEC. OFF
Lbs
to manually gauge fuel quantity.
Circuit Circuit
Breaker Breaker
Panel A MFD 1
OFF
B Panel
MFD 2
(CBP-2) MAINT
(CBP-1)
Hat
Hooks
Flashlight
Portable Flashlight
Emergency Halon (1211) Breathing
Ax Fire Equipment (PBE)
Extinguisher (Smoke Hood)
Life Vest (2):
Beneath Pilot MFD 1
and Copilot Seats
Multifunctional
PRM7_01_010
OFF Display
Maintenance
MFD 2
Mode Switch
B MAINT
Figure 1.9 Flight Deck Aft View

Decompression Cabin
Latch Upper Viewer
Blowout Decompression
Panel Panel
Retainer Blowout Panel
(Deployed Position)
Attendant's Seat
(Deployed
Position Ref)
Observer Seat
(Deployed
Sliding
Position Ref)
Handle
Deadbolt Pocket
Enclosures
and
Attendant
Keyed Seat Fitting
Deadbolt
Blowout Panel
(Deployed Position)
Door
Top of
Frame
Floor
(Ref)
Blowout Panel
PRM7_05_016
Retainer
VIEW LOOKING FORWARD
Decompression Lower
Latch Decompression
Panel
Figure 1.10 Reinforced Flight Deck Door

Access Panel
(Pre-mod)
Observer
Seat
(Stowed)
Main Pax Digital Boarding Flight

Door Switch Music Unit Attendant
FMS Data Seat
Interphone Stowed)
Loader
ATT FLT PA EMG
Observer
Oxygen Mask
First
Aid Kit
Flight
Stowage
Attendant
Panel Fire
Extinguisher
Flight (Ref)
Attendant
Seat
PRM7_01_012
Portable
Oxygen
Cylinder
(Ref)
Figure 1.11 Forward Attendant’s Panel and Wardrobe
PRM2_16_009
Figure 1.12 Attendant’s Panel – Cabin Lighting Controls

Latch Seat
Instl Track
Latch
Handle
Inboard Retaining
Bayonet
Galley Latch
Retaining Receptacle
Latch Wall
Seat
Track
Bayonet
Receptacle
PRM7_01_014
Figure 1.13 Flight Attendant’s Seats

PRM7_01_017
Figure 1.14 Observer’s Seat


TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Integrated Avionics Information Processing . . . . . . . . . 2-3
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Components and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Flight Directors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Flight Director Command Bars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Flight Mode Annunciator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
FMA Active/Captured Field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
FMA Armed Field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Flight Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
FCC Status Indicator Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
FD Pushbuttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Course Select Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
AP/FD Transfer Pushbutton. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Flight Director Synchronization . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
Flight Director Lateral Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
1. Takeoff Mode (TO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
2. Navigation Mode (NAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Preview Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
NAV to NAV Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
3. Heading Select Mode (HDG) . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
4. Back Course Mode (B/C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
5. Roll Mode (ROLL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
6. Half Bank Mode (1/2BNK) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
7. Go-Around Mode (GA). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
8. Approach Mode (LOC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
Flight Director Vertical Modes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
1. Takeoff Mode (TO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
2. Pitch Mode (PTCH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
3. Altitude Hold Mode (ALT) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
4. Altitude Preselect Mode (ALTS). . . . . . . . . . . . . . . . . . . . . . . 2-26
5. Speed Mode (CLB/DES/IAS) . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
Vertical Climb and Descent Modes (CLB/DES) . . . . . . . . . . 2-30
Copyright © Bombardier Inc. Automatic Flight Control System

TABLE OF CONTENTS
Climb Mode (CLB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30
Descent Mode (DES) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Indicated Airspeed Mode (IAS/MACH) . . . . . . . . . . . . . . . . . 2-32
Auto Changeover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-34
Manual Changeover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-35
6. Vertical Speed Mode (VS) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-36
7. Glideslope Mode (GS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-38
8. Go-Around Mode (GA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-39
9. Approach Mode (APPR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-39
10. Vertical Navigation (VNAV) . . . . . . . . . . . . . . . . . . . . . . . . . 2-40
VNAV Mode Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-42
VNAV Armed Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-43
VNAV Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-44
VNAV Plan Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-46
VNAV Preselected Altitude Mode (VALTS) . . . . . . . . . . . . . 2-48
VNAV FMS Altitude Mode (VALTV) . . . . . . . . . . . . . . . . . . . 2-50
VNAV Altitude Hold Mode (VALT) . . . . . . . . . . . . . . . . . . . . 2-51
VNAV Pitch Mode (VPTCH) . . . . . . . . . . . . . . . . . . . . . . . . . 2-52
VNAV Vertical Speed Mode (VVS) . . . . . . . . . . . . . . . . . . . 2-52
VNAV Climb and Descent modes (VCLB/VDES) . . . . . . . . . 2-53
VNAV Climb Mode (VCLB) . . . . . . . . . . . . . . . . . . . . . . . . . 2-54
VNAV Descent Mode (VDES) . . . . . . . . . . . . . . . . . . . . . . . 2-55
VNAV Indicated Airspeed Mode (VIAS/VMACH) . . . . . . . . . 2-56
VNAV Path Mode (VPATH) . . . . . . . . . . . . . . . . . . . . . . . . . 2-57
VNAV Approach mode (VGP) . . . . . . . . . . . . . . . . . . . . . . . 2-58
Overspeed Protection and Warning . . . . . . . . . . . . . . . . . . . . . . . . 2-59
Altitude Alert System . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-60
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-62
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-62
Components and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-62
Autopilot Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-62
Autopilot Servomotors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-63
Out-of-Trim Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-64
Turbulence Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-64
Control Wheel AP/SP Disconnect Switch. . . . . . . . . . . . . . . . . . 2-65
Automatic Flight Control System Copyright © Bombardier Inc.

TABLE OF CONTENTS
Autopilot Disconnect Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-66
Autopilot Disengagement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-66
Autopilot Takeoff Configuration Warning . . . . . . . . . . . . . . . . . . 2-67
Controls and Indications . . . . . . . . . . . . . . . . . . . . . . . . 2-68
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-68
PFD Messages and Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-72
EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-74
Power Supply and Circuit Breaker Summary . . . . . . . . 2-76

TABLE OF CONTENTS

LIST OF FIGURES
Figure 2.1 Flight Director Command Bars . . . . . . . . . . . . . . . . . . . . . 2-5
Figure 2.2 Flight Mode Annunciator (FMA) . . . . . . . . . . . . . . . . . . . . 2-6
Figure 2.3 Flight Control Panel (FCP) . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Figure 2.4 FCP Course Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Figure 2.5 FD SYNC Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
Figure 2.6 FCP Lateral Modes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Figure 2.7 Lateral Takeoff Mode (TO) . . . . . . . . . . . . . . . . . . . . . . . 2-12
Figure 2.8 Invalid Lateral Takeoff Mode (TO) . . . . . . . . . . . . . . . . . 2-12
Figure 2.9 Lateral Navigation Mode (FMS) . . . . . . . . . . . . . . . . . . . 2-13
Figure 2.10 Lateral NAV Mode (VOR) . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Figure 2.11 LOC/GS Preview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Figure 2.12 NAV to NAV Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
Figure 2.13 Lateral Heading Select Mode (HDG) . . . . . . . . . . . . . . . 2-16
Figure 2.14 Lateral Back Course Mode (B/C) . . . . . . . . . . . . . . . . . . 2-17
Figure 2.15 Lateral Roll Mode (ROLL). . . . . . . . . . . . . . . . . . . . . . . . 2-18
Figure 2.16 Lateral Half Bank Mode (1/2BNK) . . . . . . . . . . . . . . . . . 2-19
Figure 2.17 Lateral Go-Around Mode (GA) . . . . . . . . . . . . . . . . . . . . 2-20
Figure 2.18 Lateral Approach Mode (LOC) . . . . . . . . . . . . . . . . . . . . 2-21
Figure 2.19 Vertical Takeoff Mode (TO) . . . . . . . . . . . . . . . . . . . . . . 2-23
Figure 2.20 Vertical Pitch Mode (PTCH) . . . . . . . . . . . . . . . . . . . . . . 2-24
Figure 2.21 Vertical Altitude Hold Mode (ALT) . . . . . . . . . . . . . . . . . 2-25
Figure 2.22 Vertical Preselected Altitude (Armed). . . . . . . . . . . . . . . 2-27
Figure 2.23 Vertical Preselected Altitude (Active) . . . . . . . . . . . . . . . 2-27

For Training Purposes Only 2-v
LIST OF FIGURES
Figure 2.24 Vertical Preselected Altitude (Interrupted) . . . . . . . . . . . 2-27
Figure 2.25 SPEED Pushbutton and Knob . . . . . . . . . . . . . . . . . . . . 2-29
Figure 2.26 Speed Mode Display on FMA . . . . . . . . . . . . . . . . . . . . . 2-29
Figure 2.27 Vertical Climb Mode (CLB) . . . . . . . . . . . . . . . . . . . . . . . 2-30
Figure 2.28 Vertical Descent Mode (DES) . . . . . . . . . . . . . . . . . . . . . 2-31
Figure 2.29 Vertical Speed Mode (IAS) . . . . . . . . . . . . . . . . . . . . . . . 2-33
Figure 2.30 Vertical Speed Mode (MACH). . . . . . . . . . . . . . . . . . . . . 2-33
Figure 2.31 Auto Changeover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-34
Figure 2.32 Manual Changeover . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-35
Figure 2.33 Vertical Speed Pushbutton and Pitch Wheel . . . . . . . . . 2-37
Figure 2.34 Vertical Speed Mode (VS). . . . . . . . . . . . . . . . . . . . . . . . 2-37
Figure 2.35 Vertical Glideslope Mode (GS) . . . . . . . . . . . . . . . . . . . . 2-38
Figure 2.36 Vertical Go-Around Mode (GA) . . . . . . . . . . . . . . . . . . . . 2-39
Figure 2.37 Vertical Navigation (VNAV) Modes . . . . . . . . . . . . . . . . . 2-41
Figure 2.38 VNAV Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-42
Figure 2.39 VNAV Armed Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-43
Figure 2.40 VNAV Target Speed and Altitude . . . . . . . . . . . . . . . . . . 2-44
Figure 2.41 VNAV Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-45
Figure 2.42 VNAV Plan Speed Selection . . . . . . . . . . . . . . . . . . . . . . 2-46
Figure 2.43 VNAV Plan Speed Indication . . . . . . . . . . . . . . . . . . . . . 2-47
Figure 2.44 VNAV Preselected Altitude (Armed) . . . . . . . . . . . . . . . . 2-48
Figure 2.45 VNAV Preselected Altitude (Active) . . . . . . . . . . . . . . . . 2-49
Figure 2.46 VNAV Preselected Altitude (Interrupted). . . . . . . . . . . . . 2-49

2-vi For Training Purposes Only
LIST OF FIGURES
Figure 2.47 VNAV FMS Altitude (VALTV Active). . . . . . . . . . . . . . . . 2-50
Figure 2.48 VNAV FMS Altitude (ALTV Armed) . . . . . . . . . . . . . . . . 2-50
Figure 2.49 VNAV Altitude Hold Mode (VALT) . . . . . . . . . . . . . . . . . 2-51
Figure 2.50 VNAV Pitch Mode (VPTCH) . . . . . . . . . . . . . . . . . . . . . . 2-52
Figure 2.51 VNAV Vertical Speed Mode (VVS) . . . . . . . . . . . . . . . . . 2-52
Figure 2.52 VNAV Descent Mode (VDES) . . . . . . . . . . . . . . . . . . . . 2-53
Figure 2.53 VNAV Climb Mode (VCLB) . . . . . . . . . . . . . . . . . . . . . . . 2-54
Figure 2.54 VNAV Descent Mode (VDES) . . . . . . . . . . . . . . . . . . . . 2-55
Figure 2.55 VNAV Speed Mode (VIAS) . . . . . . . . . . . . . . . . . . . . . . . 2-56
Figure 2.56 VNAV Speed Mode (VMACH) . . . . . . . . . . . . . . . . . . . . 2-56
Figure 2.57 VNAV Path Mode (VPATH) . . . . . . . . . . . . . . . . . . . . . . 2-57
Figure 2.58 VNAV Glide Path Mode (VGP) . . . . . . . . . . . . . . . . . . . . 2-58
Figure 2.59 Altitude Alert System . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
Figure 2.60 FCP Autopilot Engage Pushbutton . . . . . . . . . . . . . . . . . 2-63
Figure 2.61 PFD Autopilot Indications . . . . . . . . . . . . . . . . . . . . . . . . 2-63
Figure 2.62 Autopilot Out-of-Trim Indications . . . . . . . . . . . . . . . . . . 2-64
Figure 2.63 PFD Autopilot Disconnected. . . . . . . . . . . . . . . . . . . . . . 2-65
Figure 2.64 Flight Control Panel (FCP) . . . . . . . . . . . . . . . . . . . . . . . 2-68
Figure 2.65 Primary Flight Display (PFD) . . . . . . . . . . . . . . . . . . . . . 2-69
Figure 2.66 Flight Director SYNC Switch. . . . . . . . . . . . . . . . . . . . . . 2-69
Figure 2.67 Control wheel AP/SP Disconnect Switch . . . . . . . . . . . . 2-70
Figure 2.68 TOGA Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-71
Figure 2.69 PFD Messages and Indications . . . . . . . . . . . . . . . . . . . 2-72

For Training Purposes Only 2-vii
LIST OF FIGURES
Figure 2.70 Warning Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-74
Figure 2.71 Caution Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-74
Figure 2.72 Status Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-75
Figure 2.73 Circuit Breakers – AFCS . . . . . . . . . . . . . . . . . . . . . . . . . 2-76

2-viii For Training Purposes Only
AUTOMATIC FLIGHT CONTROL SYSTEM

Introduction
The automatic flight control system (AFCS) provides integration of the
flight director (FD) and autopilot systems.
The AFCS controls and supplies information to:
• Dual-independent flight directors
• Two-axis autopilot
• Automatic pitch trim
• Yaw damping function
When the autopilot is engaged, the AFCS maneuvers the aircraft while the
pilot monitors the flight path by observing the flight guidance information
presented on the EFIS displays.
When the autopilot is disengaged, the pilot manually flies the aircraft in
response to guidance provided by the command bars on the PFD.
The AFCS consists of the following system components:
• Flight control panel (FCP)
• Two flight control computers (FCCs)
• Two autopilot servomotors
• Yaw damper function

Integrated Avionics Information Processing
Description
Prior to the development of integrated circuitry, numerous electronic boxes
were required to perform the tasks associated with the AFCS. Today a
single electronic component called the integrated avionics processing
system (IAPS) provides the interface between the various avionics
systems.
Components and Operation

Internally, the IAPS houses a number of computers and other electronic
components. The IAPS circuitry allows the computers contained within to
communicate both internally and externally with other aircraft electronic
components via a common data bus.
Flight control computers (FCC 1 and FCC 2) are mounted inside the IAPS
and are the main AFCS microprocessors. The FCCs process attitude and
heading reference system (AHRS) or optional inertia reference system
(IRS) and air data computer (ADC) information to calculate flight path and
flight guidance parameters. The FCCs also receive information via the
IAPS from the:
• EICAS data concentrator units (DCUs)
• Radio systems
• Flight management system (FMS) computer(s)
The FCCs provide instructions via the IAPS to the:
• Flight directors on the PFDs
• Yaw damping
• Autopilot servomotors

Flight Directors
Description
The flight director (FD) is the visual representation of the commands
generated by the flight control computer. The FD is displayed on the PFD
as the command bars. The FD provides flight guidance commands to the
autopilot and steering commands for the pilot when the aircraft is
hand-flown.

There are two independent flight directors, FD 1 and FD 2. In most FD
modes only one FD provides flight guidance to the primary flight displays.
The other FD operates as a standby. To provide system redundancy and
ensure accuracy of the flight guidance data, the active and standby FDs
continuously crosstalk.
If the pilot has control of the aircraft, FD 1 is normally selected as the
active FD. If the copilot is flying, the transfer (XFR) pushbutton is selected
and FD 2 becomes the active FD.
If the active FD fails, a red boxed FD appears on the PFD and a FD 1 FAIL
or FD 2 FAIL status message is displayed. Selecting the XFR pushbutton
on the FCP deselects the failed FD and allows the standby FD to become
active.
Both FDs become active and supply guidance instructions to their
associated PFD when in the following modes:
• Takeoff (TO) mode
• Approach (APPR) mode
• Go-around (GA) mode
When operating independently, FCC 1 controls FD 1 and displays
guidance instructions only on PFD 1. FCC 2 controls FD 2 and displays
guidance instructions only on PFD 2.

Flight Director Command Bars
The FDs provide visual pitch and roll control guidance by means of
inverted V-shaped command bars on the ADI of the PFD. The FD
command bars provide visual guidance to the pilot regardless of the
autopilot engagement mode.
5 000
TO
TO ALTS
80 2 300
10
60 1 200
40 0 100
VT 199
10 000
V2 151
PRM279_02_001
VR 140
V1 140 100
Fixed Indices
Figure 2.1 Flight Director Command Bars

Flight Mode Annunciator
Vertical and lateral FD modes are presented in the flight mode annunciator
(FMA) displayed on each PFD. The FMA is located above the blue attitude
portion of the raster.
The FMA is divided into two fields separated by a vertical cyan line. The
field to the left of the vertical cyan line is the active or captured field and to
the right of the cyan line is the armed field. Each field presents lateral and
vertical mode indications.
FMA Active/Captured Field
The left field indicates the FD modes that are capturing or active. Vertical
and lateral modes that are capturing or active are represented by a green
text message that flashes for 5 seconds then changes to a steady green
text.
There are two lines of information. The bottom line presents the capturing
or active FD vertical modes. The top line is used to display the capturing
or active FD lateral modes.
When an active vertical or lateral mode becomes invalid, a red line
appears through the mode affected.
FMA Armed Field
The right field of the FMA represents FD modes that are armed only. The
modes are presented as white text messages on two lines.
Vertical modes are presented on the bottom line while lateral modes are
directly above.
Active/Captured Field Armed Field
5 000
FMS1
PRM279_02_002
CLB 200 ALTS

AP 300
260
Figure 2.2 Flight Mode Annunciator (FMA)

Flight Control Panel
The flight control panel (FCP) is the mode selection panel that selects and
controls the FD and autopilot functions. The FCP is located on the
glareshield and is accessible to both pilots. The FCP is divided into four
distinct areas. Each area is defined by the functions that it performs. The
areas are:
• Flight director/course selector
• Autopilot
• Vertical modes
• Lateral modes
FCC Status Indicator Lights
There are two green FCC status indicator lights, one on either side of each
mode pushbutton. When a pilot selects an FCP pushbutton, the request is
sent to both FCCs. When the FCCs determine that conditions are correct
for the selected mode, they send acknowledgement signals back to the
FCP and illuminate the green lights on either side of the selected mode
pushbutton.
The left light indicates that FCC 1 has acknowledged the request. The
right light indicates that FCC 2 has acknowledged the request.
PRM79_10_060
CRS1 XFR APPR HDG NAV ALT VS CRS2

AP ENG SPEED DOWN
AP DISC SPEED HDG ALT

D
FD TURB B/C 1/2 BANK VNAV D
FD
UP
Figure 2.3 Flight Control Panel (FCP)

FD Pushbuttons
The FD pushbuttons are used to remove the flight directors (FDs). The
FDs can be removed individually or together according to the FD
pushbutton logic below.
During flight with autopilot on:
• Pressing the onside FD pushbutton has no effect on the coupled FD
or autopilot
• Pressing the offside FD pushbutton will remove the offside FD only
During manual flight (autopilot off) with FDs on:
• Pressing the onside FD pushbutton will remove the FD from both
PFDs
• Pressing the offside FD pushbutton will remove the FD from the
offside PFD only
Selection of the autopilot (AP) pushbutton will result in the automatic
selection of the FDs in the basic lateral (ROLL) and vertical (PTCH)
modes.
Selection of a valid FCP lateral or vertical mode during manual flight will
automatically activate the FD on both PFDs.
Course Select Knob
The course select knobs are used to set the course arrow when navigating
with a VOR or localizer. CRS 1 when rotated changes the pilot’s selected
course as displayed on the primary flight display. A course arrow and
digital course readout on PFD 1 indicate the course setting. The
pushbutton in the center of the knob when pressed causes the course
pointer and digital readout to indicate the 0 deviation course to the tuned
VOR station.
The copilot’s course select knob operates in an identical manner.

AP/FD Transfer Pushbutton
In most phases of flight, only one FD is active. The other FD operates as a
standby. The transfer (XFR) pushbutton allows the pilots to select the
active FD.
Normally, if the pilot is hand-flying, FD 1 is selected and a white arrow on
each ADI points to the left. A green FD 1 message is displayed beneath
the copilot flight mode annunciator.
If the copilot is hand-flying, the XFR pushbutton is pressed to make FD 2
the active FD. A green FD 2 message appears beneath the pilot FMA and
a white arrow on each ADI points to the right.
Green lights are illuminated on each side of the XFR pushbutton. If the
autopilot is engaged, the XFR pushbutton is used to determine which FD
provides guidance to the autopilot.
In some phases of flight, both FDs are active. If the autopilot and both FDs
are off, the white arrow provides the pilots with an advisory message. This
message advises the pilot as to which FD will be active when single FD
operation is reestablished.
CRS 1 XFR CRS 2

Sets the pilot's course pointer. Permits pilots to select the Sets the copilot's
Pushing the knob points the active flight director. When course pointer.
course pointer directly toward engaged FD 2 is active.
the station.
CRS1 XFR CRS2

AP ENG
AP DISC
FD
D TURB FD
D
PRM279_02_004
FD
Removes the flight director
commands from the PFD
on the uncoupled side.
Figure 2.4 FCP Course Controls

Flight Director Synchronization
Flight director synchronization is used to set the vertical and/or lateral
reference to the current flight value. Selecting synchronization has no
effect if the autopilot is engaged.
The vertical reference being synchronized is IAS (if in IAS mode), Mach (if
in Mach mode), VS (if in VS mode), altitude hold memory (if in altitude
hold mode), or pitch angle memory (if in pitch mode). Overspeed and
vertical capture modes are not affected by synchronization operation. The
only lateral references that can be synchronized are the bank and heading
memories of the roll mode.
Synchronization is annunciated with a yellow SYNC on the primary flight
display. The message will remain for 3 seconds, or until the SYNC switch
is released, whichever is longer.
SYNC (amber)
Repositioned Flight Director Sync
Switch (black)
5 000 Used when autopilot is
M. 488
HDG SYNC not coupled to
CLB 250
80 300 synchronize vertical
and lateral references
Primary Flight Display (2) to those currently
Pilot's and Copilot's Instrument Panel flown.
Note:
SYNC appears on PFD
PRM279_02_005
when sync switch

pushed.
Forward Surface
Pilot's Control Wheel
(Copilot's Opposite)
Figure 2.5 FD SYNC Switch

Flight Director Lateral Modes
There are eight (8) lateral flight director (FD) modes:
1. Takeoff mode (TO)
2. Navigation mode (NAV)
3. Heading select mode (HDG)
4. Back course mode (B/C)
5. Roll mode (ROLL)
6. Half bank mode (1/2BNK)
7. Go-around mode (GA)
8. Approach mode (APPR)
Lateral modes are armed or activated by pushbuttons on the FCP or thrust
levers. Disabling the active lateral mode is accomplished by reselecting
the active FCP pushbutton or by selecting a different lateral mode.
Takeoff/Go-around
Approach Heading Navigation (TOGA) Switches
Momentary pushbutton switches.
These switches are associated with
the takeoff/go-around mode of
APPR HDG NAV
the flight director system.
HDG
B/C 1/2 BANK
US
H
P
Y NC
S
PRM7_02_006
Back/Course ½ Bank
Figure 2.6 FCP Lateral Modes

1. Takeoff Mode (TO)
Lateral takeoff mode generates a wings-level command while on the
ground. After takeoff, it generates a heading hold command, with a
5° bank limit, using the heading which existed at takeoff. Selecting a
lateral takeoff mode turns on both flight directors, disengages the autopilot
and clears all other lateral modes.
Lateral takeoff mode is selected by pushing one of the thrust
lever-mounted TOGA switches while on the ground. Lateral takeoff mode
is cleared by the selection of flight director synchronization or another
lateral mode.
Lateral takeoff mode is annunciated with a green TO message in the
lateral capture field on the PFD.
If TOGA is selected before the flaps are positioned in a valid takeoff
position (FLAPS 8 or 20) an invalid takeoff FMA annunciation is displayed.
Lateral Takeoff Mode
5 000
TO
PRM279_02_008
TO ALTS
80 2 300
Figure 2.7 Lateral Takeoff Mode (TO)
Invalid Lateral Takeoff Mode
5 000
TO
PRM279_02_043
TO ALTS
80 2 300
Figure 2.8 Invalid Lateral Takeoff Mode (TO)

2. Navigation Mode (NAV)
Navigation mode generates commands to capture and track a selected
navigation source displayed on the PFD. Navigation mode is armed when
selected, but can not capture if the flight control computer (FCC) is not
receiving valid navigation data.
The capture point is a function of closure rate, with the capture point
moving away from the radial/beam for high closure rates.
Navigation capture clears the heading selected. A localizer capture clears
half bank and turbulence modes.
Dead reckoning is provided during VOR station passage. When distance
measuring equipment (DME) data is available, dead reckoning region is
approximately where the horizontal distance to the station is less than the
altitude to the station. Without DME data, dead reckoning is based on a
high rate of VOR deviation.
Navigation mode is selected by pushing the NAV switch on the FCP.
Navigation mode is cleared by pushing the NAV switch again, by selecting
another lateral mode or by changing the source of the on-side navigation
signal.
Navigation mode arming is annunciated with two messages on the PFD: a
green HDG message in the lateral capture field, and a white navigation
source identifier (VOR1/2, LOC1/2 or FMS1/2) in the lateral arm field.
Navigation mode capture/tracking is annunciated with a green message in
the lateral capture field on the PFD which identifies the navigation source
(VOR1/2, LOC1/2 or FMS1/2). Dead reckoning operation is annunciated
with a white DR message on the PFD.
Lateral Navigation Mode (FMS)
5 000
FMS1
PRM279_02_011
ALTS
AP 300
260
Figure 2.9 Lateral Navigation Mode (FMS)

Lateral Navigation Mode (VOR)
5 000
VOR1
PRM279_02_012
ALTS
AP 300
260
Figure 2.10 Lateral NAV Mode (VOR)
Preview Function
A navigation preview display feature is available when the FMS is enabled
as the navigation source. This function allows the pilot to preview a LOC
course deviation on the compass card prior to transitioning to it as the
navigation source. The preview function is automatic when a localizer
frequency is manually or automatically tuned and the aircraft is entering
the terminal area. The LOC preview is shown as cyan data with the course
pointer automatically set to the localizer course.
The previewed source is annunciated by ‘LOC’ in cyan beside the FMS
abbreviation in the NAV block, adjacent to the compass card.
3 000
FMS1 LOC1 MDA 270
VDES 200 GS 1900
240
300
10
220
200
200 2
100
10
180
Localizer/Glideslope 000
Preview
160
201 2050 FT 30.10 IN
21 24
FMS1 LOC1 S 12 4
CRS 222
W
2. 5 NM
PRM1_02_062
15
MATTR 0.9
30
TERM
12
33
12
4
E
Figure 2.11 LOC/GS Preview

NAV to NAV Transfer
The FD automatically transfers (NAV to NAV transfer) when the onside
FMS is the selected NAV source, the APPR or B/C button is selected on
the FCP prior to the final approach fix (FAF) and the LOC beam capture is
sensed.
Prior to capture, the FMA will annunciate the arm modes that apply to the
navigation source being previewed (LOC, B/C). When Nav-to-Nav transfer
occurs, the lateral mode depicted on the FMA automatically changes from
FMS to LOC or B/C and the HSI needle transitions from FMS white to
LOC green data.
The transfer does not execute nor capture the final approach phase from
the FAF to the MAP. It supports the initial approach phase ONLY, leading
to lateral capture.
3 000
LOC1 MDA 270
VDES 200 GS 1900
240 200
220 10 100
Automatic FMS to 200 2 000

Localizer Transfer
10 900
180
800
160
201 1900 FT 30.10 IN
21 24
LOC1 S 12 4
CRS 222
W
8. 5 NM
PRM1_02_063
15
IIWY 1.0
30
12
33
12
4
E
Figure 2.12 NAV to NAV Transfer

3. Heading Select Mode (HDG)
Heading select mode generates commands to capture and maintain the
selected digital heading readout and heading bug on the PFD. The
selected heading can be changed by rotating the HDG knob (up to
360°) on the FCP. Pushing the HDG knob will set the selected heading to
the current heading.
Heading select mode is selected by pushing the HDG switch on the FCP.
Heading select mode is cleared by pushing HDG switch again or by
selecting another lateral mode.
Heading select mode is annunciated with a green HDG message in the
lateral capture field.
Lateral Heading Mode
5 000
HDG
PRM279_02_010
CLB 250 ALTS

AP 300
260
Figure 2.13 Lateral Heading Select Mode (HDG)

4. Back Course Mode (B/C)
Back course mode generates commands to capture and track the selected
back course displayed on the PFD. Back course is armed when selected,
but can not capture if the FCC is not receiving valid localizer data.
moving away from the radial/beam for high closure rates. Back course
capture clears turbulence, half bank and heading modes.
Back course mode is selected by pushing the B/C switch on the FCP.
Back course mode is cleared by pushing the B/C switch again, by
selecting another lateral mode, or by changing the source of the
navigation signal to something other than a localizer.
Back course mode arming is annunciated with two messages on the PFD,
a green HDG message in the lateral capture field, and a white navigation
source identifier (B/C1/2) in the lateral arm field. Back course mode
capture/tracking is annunciated with a green message in the lateral
capture field on the PFD which identifies the navigation source (B/C1/2).
Back course steering information is invalidated when the navigation
source is not a localizer.
Lateral Back Course Mode
2 000
B/C1
PRM279_02_014
ALTS GS
AP 300
200
Figure 2.14 Lateral Back Course Mode (B/C)

5. Roll Mode (ROLL)
Roll mode generates commands to hold the heading that exists when the
mode is initiated, unless the roll angle upon initiation is over 5°
(commands are then generated to hold the roll angle). The roll mode
reference is reset to the current heading, or current roll angle, upon
autopilot engagement or synchronization.
Roll mode is automatically selected when no other lateral mode is active
and the FD is on. Roll mode is cleared by the selection of another lateral
mode.
Roll mode is annunciated with a green ROLL message in the lateral
capture field on the PFD.
Lateral Roll Mode
5 000
ROLL
PRM279_02_009
PTCH
AP 300
260
Figure 2.15 Lateral Roll Mode (ROLL)

6. Half Bank Mode (1/2BNK)
Half bank mode reduces the maximum commanded bank angle to
15°.
Half bank mode is selected by pushing the 1/2 BANK switch on the FCP.
Half bank mode is automatically selected when climbing through
31,600 ft (transition altitude) or if the aircraft is above the 1/2 bank
transition altitude when the FD is turned on. When 1/2 bank mode is
active, the roll limit is reduced to half the normal value for the active lateral
modes. Selection is inhibited when in the takeoff mode, go-around mode,
on-side approach mode capture, or any on-side localizer capture.
Half bank mode is manually cleared by pushing the 1/2 BANK switch
again, and is automatically cleared when descending through the 1/2 bank
transition altitude (31,600 ft).
1/2 bank is annunciated with a white 1/2 BNK message on the PFD.
Lateral Half Bank Mode
1/2BNK 31 600
FMS1
PRM279_02_016
M.694
CLB .70 ALTS
AP 300
280
Figure 2.16 Lateral Half Bank Mode (1/2BNK)

7. Go-Around Mode (GA)
Lateral go-around mode generates a heading hold command, with a
5° bank limit. Selection of lateral go-around mode turns on both FDs,
disengages the autopilot, and clears all other lateral modes. Lateral and
vertical go-around mode selections are coincident. When lateral go-around
causes an autopilot disengage, the resultant autopilot disengage warning
may be canceled by another push of a TOGA switch, or by pushing the AP
disconnect switch.
Lateral go-around mode is selected by pushing one of the thrust
lever-mounted TOGA switches while airborne. Lateral go-around mode is
cleared by selection of either synchronization or another lateral mode.
Lateral go-around is annunciated with a green GA message in the lateral
Lateral Go-Around Mode
6 000
GA MDA 300
PRM279_02_015
GA ALTS
300
200
Figure 2.17 Lateral Go-Around Mode (GA)

8. Approach Mode (LOC)
Approach mode generates commands to capture and track the selected
navigation source displayed on the PFD. Tracking performance is higher
than in navigation mode. Approach mode is armed when selected, but can
not capture if the FCC is not receiving valid navigation data.
moving away from the radial/beam for high closure rates.
If the other side does not concurrently capture, it will continue to operate in
heading select, until it independently captures.
Approach mode may automatically select glideslope mode. An on-side
localizer capture clears turbulence mode on both sides.
Dead reckoning is provided during VOR station passage. When DME data
is available, dead reckoning region is where DME distance to the station is
less than 0.6 nm. Without DME data, dead reckoning is based on a high
rate of VOR deviation.
Approach mode is selected by pushing the APPR switch on the FCP.
Approach mode is cleared by pushing the APPR switch again, by selecting
another lateral mode, or by changing the source of the on-side navigation
signal.
Approach mode arming is annunciated with two messages on the PFD: a
green HDG message in the lateral capture field, and a white navigation
source identifier (VOR 1/2, LOC 1/2 or FMS 1/2) in the lateral arm field.
Approach mode capture/tracking is annunciated with a green message in
the lateral capture field on the PFD, which identifies the navigation source
(VOR 1/2, LOC 1/2 or FMS 1/2). Dead reckoning operation is annunciated
with a white DR message on the PFD.
Lateral Approach Mode (LOC)
3 000
LOC1 MDA 1040
PRM279_02_013
ALTS GS
AP 300
260
Figure 2.18 Lateral Approach Mode (LOC)
Flight Director Vertical Modes
There are 10 vertical flight director (FD) modes:
1. Takeoff mode (TO)
2. Pitch mode (PTCH)
3. Altitude hold mode (ALT)
4. Altitude preselect mode (ALTS)
5. Speed mode (CLB, DES, IAS)
6. Vertical speed mode (VS)
7. Glideslope mode (GS)
8. Go-around mode (GA)
9. Approach mode (APPR)
10. Vertical navigation (VNAV)
Vertical modes are armed or activated by pushbuttons, a pitch wheel on
the FCP or TOGA switches on the thrust levers. Disabling the active
vertical mode is accomplished by reselecting the active FCP pushbutton or
by selecting a different vertical mode.

1. Takeoff Mode (TO)
Vertical takeoff generates a variable pitch-up command dependant on flap
setting and the spread between V2 and VR. Loss of an engine reduces the
pitch-up command.
Selecting vertical mode turns on both FDs, disengages the autopilot,
clears all other vertical modes and switches the flight guidance commands
to a dual-independent configuration. Lateral and vertical takeoff mode
selections are coincident.
When takeoff causes an autopilot disengagement, the resultant warning
may be canceled by another push of a TOGA switch, or by pushing the
autopilot disconnect switch.
Vertical takeoff mode is selected by pushing one of the thrust
lever-mounted TOGA switches while on the ground. Vertical takeoff mode
is cleared by engaging the autopilot, by selecting synchronization, or by
the selection or capture of another active mode.
Vertical takeoff mode is annunciated with a green TO message in the
vertical capture field on the PFD.
Vertical Takeoff Mode
10 000
TO
PRM279_02_021
TO ALTS
80 2 300
Figure 2.19 Vertical Takeoff Mode (TO)

2. Pitch Mode (PTCH)
When pitch mode is selected, the pitch reference (pitch command on the
PFD) is set to the current pitch angle. Pitch mode generates commands to
maintain the pitch reference value.
The pitch reference value can be changed using the VS pitch wheel.
Rotation of the VS pitch wheel will change the pitch reference by ½ degree
per click. The pitch reference is reset to the current pitch attitude upon
either autopilot engagement, transferring to pitch mode, or
synchronization.
When the preselected altitude is captured, rotating the VS pitch wheel also
re-arms the altitude preselect mode.
When capturing or tracking a preselected altitude, a new preselected
altitude must be chosen prior to the selection of pitch mode, to avoid an
immediate recapture of the existing preselected altitude.
Pitch mode is automatically selected when no other vertical mode is
active, and the FD is on. Rotating the VS pitch wheel on the FCP will
manually select pitch mode when the FD is on, unless in glideslope
capture or VS mode. Pitch mode is cleared by the selection of a vertical
hold mode, or by a vertical mode capture.
Pitch mode is annunciated with a green PTCH message in the vertical
Vertical Pitch Mode (PTCH)
10 000
HDG
PRM279_02_022
PTCH
AP 300
200
Figure 2.20 Vertical Pitch Mode (PTCH)

3. Altitude Hold Mode (ALT)
Altitude hold mode generates commands to capture and maintain the
altitude reference. When altitude hold mode is selected, the altitude
reference is set to the current pressure altitude.
The altitude reference is reset to current pressure altitude by selection of
synchronization. There is no display of altitude reference value.
Altitude hold mode is selected by pushing the ALT switch on the FCP, or
by changing the altitude preselect setting while in altitude preselected
track. Selection is inhibited when in glideslope capture or overspeed.
Altitude hold mode is cleared by pushing the ALT switch again, by
selection of a vertical hold mode, or by vertical mode capture.
Altitude hold mode is annunciated with a green ALT message in the
vertical capture field on the PFD.
Vertical Altitude Hold Mode
9 500
HDG
PRM279_02_023
ALT ALTS
AP 300
200
Figure 2.21 Vertical Altitude Hold Mode (ALT)

4. Altitude Preselect Mode (ALTS)
Altitude preselect mode generates commands to capture and track
preselected altitudes. The barometric preselected altitude is displayed on
the PFD, and controlled via the ALT knob on the FCP.
Altitude preselect mode is armed upon selection. The capture point is a
function of closure rate, with the capture point moving away from the
preselected altitude for high closure rates.
During altitude capture (within 200 ft of the preselected altitude), if the
preselected altitude is changed or if the VS pitch wheel is rotated, the
autopilot or FD will continue to capture the original preselected altitude.
If a new preselect altitude is not set, then selection of CLB, DES, IAS,
MACH, PTCH or VS mode will result in the current altitude being captured.
After capturing the preselected altitude (altitude track), if the preselect
altitude is changed, altitude hold mode is automatically entered and
altitude preselect re-armed.
Pushing in the ALT knob will cancel aural and visual alerts associated with
the preselected altitude.
Altitude preselect mode is automatically entered upon selection of any
vertical mode, except glideslope capture or overspeed. Altitude preselect
mode is cleared by glideslope capture or overspeed.
Altitude preselect is annunciated on the PFD with a white ALTS message
in the vertical arm field for arm, a green ALTS CAP message in the vertical
capture field for capture, and a green ALTS message in the vertical
capture filed for track. Altitude captures, which are cleared without a
subsequent selection of altitude track or arm, are annunciated with a
yellow ALTS message on the PFD, which will remain for 10 seconds, or
until altitude preselect is re-armed, whichever is shorter.

Vertical Altitude Preselected Mode (Armed)
30 000
FMS1
PRM279_02_017
M.488
CLB 250 ALTS
AP 300
280
Figure 2.22 Vertical Preselected Altitude (Armed)
Vertical Altitude Preselected Mode (Active)
30 000
FMS1
PRM279_02_018
M.694
ALTS
AP 300
280
Figure 2.23 Vertical Preselected Altitude (Active)
Vertical Preselected Altitude Mode (Interrupted)
10 000
HDG
PRM279_02_019
ALT
AP 300
260
Figure 2.24 Vertical Preselected Altitude (Interrupted)

5. Speed Mode (CLB/DES/IAS)
Speed mode generates commands to maintain the airspeed reference
value. When speed mode is selected, the speed reference (PFD) is set to
the current airspeed.
The airspeed reference can be manually set using the speed knob. The
airspeed reference is reset to current airspeed by the selection of autopilot
engagement or synchronization.
Upon altitude capture of the selected altitude, the speed mode is disabled.
Speed mode is displayed in either CLB, DES or IAS. Selection of the
speed readout is accomplished by pushing the SPEED knob on the FCP.
First selection engages CLB or DES, second selection engages IAS
mode.
In DES mode, if a large reduction in target airspeed is commanded with
simultaneous spoiler deployment, the autopilot may enter a pitch hold
sub-mode (no annunciation of pitch hold sub-mode is provided). Pitch hold
sub-mode was designed to maintain a constant pitch attitude as a means
of decelerating to the new target airspeed without sacrificing rate of
descent or passenger comfort. The only indication that the autopilot has
entered pitch hold sub-mode is that the airspeed is not decreasing and
stays well above the target airspeed. In DES mode, if the airspeed is not
decreasing, the pilot can either disconnect the autopilot and assume
manual control, or select another vertical mode such as VS or PTCH and
adjust the vertical speed or pitch as required to resume deceleration to the
target airspeed.

SPEED Pushbutton
AP ENG SPEED DOWN
PRM791_02_081
D
FD TURB B/C 1/2 BANK VNAV FD
D
UP
SPEED Knob
Figure 2.25 SPEED Pushbutton and Knob
Active Vertical Mode
8 000
FMS1
PRM279_02_025
M.488
CLB 250 ALTS
AP 300
280
Figure 2.26 Speed Mode Display on FMA

Vertical Climb and Descent Modes (CLB/DES)
Before the aircraft can leave an altitude, the new preselected altitude must
be set. If the new altitude is set above the actual altitude when the SPEED
pushbutton is first pressed, then CLB mode engages.
If the new altitude is below the actual altitude when the SPEED
pushbutton is pressed, then DES mode engages.
When the SPEED pushbutton is pressed, the magenta indicated airspeed
bug is synchronized to the current airspeed as indicated on the airspeed
tape. The active FCC vertical mode changes to CLB or DES, the current
airspeed is referenced and displayed on the FMA as CLB ### or DES ###.
When the thrust is changed, the FCC commands the aircraft to leave the
previous altitude while maintaining the target speed value.
Climb Mode (CLB)

During the climb, if the target airspeed is increased, the FCC commands
the aircraft to pitch down to capture the new speed. The aircraft rate of
climb can reduce to as low as +50 ft/min, but never go to a negative value
as would be the case if IAS ### was active.
A second press of the SPEED pushbutton at this time changes CLB ### to
IAS ###.
Vertical Climb Mode (CLB)
8 000
FMS
PRM279_02_026
M.488
CLB 250 ALTS
AP 300
280
Figure 2.27 Vertical Climb Mode (CLB)

Descent Mode (DES)
During the descent, if the target speed is decreased, the FCC commands
the aircraft to pitch up to slow and acquire the new reference Mach or
speed. The aircraft rate of descent can reduce to as low as -50 ft/min, but
never go to a positive value as would be the case if in IAS mode.
A second press of the SPEED pushbutton at this time would change
DES .## to MACH .## or DES ### to IAS ###.
Descent Mode (DES)
8 000
FMS1
PRM279_02_027
M.484
DES 250 ALTS
AP 300
280
Figure 2.28 Vertical Descent Mode (DES)

Indicated Airspeed Mode (IAS/MACH)
IAS or MACH mode is engaged by a second press of the SPEED
pushbutton.
If a climb is required, when the thrust levers are advanced the FCC
commands the aircraft to pitch up and the climb starts.
If the thrust levers are not advanced at this time, the mode engages but
the aircraft maintains the captured airspeed bucket.
Once the climb is started and a speed increase is commanded, the FCC
can first descend the aircraft to capture the new target speed and then
commence to climb.
If the thrust levers are not advanced at this time, the mode engages but
the aircraft remains level.
If a descent is required, when the thrust levers are retarded the FCC
commands the aircraft to pitch down and the descent starts.
Once the descent is started and a speed reduction is commanded, the
FCC can climb the aircraft to capture the new target speed and then
continue with the descent.

Vertical Indicated Airspeed Mode (IAS)
8 000
FMS1
PRM279_02_028
M.488
IAS 250 ALTS
AP 300
280
Figure 2.29 Vertical Speed Mode (IAS)
Speed Mode (MACH)
8 000
FMS1
PRM279_02_029
M.488
MACH .49 ALTS
AP 300
280
Figure 2.30 Vertical Speed Mode (MACH)

Auto Changeover
Changeover between IAS and Mach occurs automatically as the aircraft
ascends or descends through 31,600 ft. The FCC speed reference
changes and the FMA displays the change CLB ### to CLB .## going up
and DES .## to DES ### coming down.
A climb in IAS mode is shown as IAS ### and at 31,600 ft the reference is
automatically switched to MACH .##.
Vertical Climb Mode (Changed from IAS to Mach at 31600)
1/2BNK 31 600
FMS1
PRM279_02_030
M.722
CLB .72 ALTS
AP 300
280
Figure 2.31 Auto Changeover

Manual Changeover
Pushing the center of the SPEED knob manually changes the FCC speed
reference from CLB ### to CLB .## and back or IAS ### and MACH .##
and back.
This manual function is available at any time that the vertical mode is
active.
As the aircraft approaches the preselected altitude, the FCC captures the
new altitude and enters the ALTS tracking mode.
The manual changeover function also works in the descent, DES .##,
DES ### or MACH .##, IAS ###.
When the preselected altitude is captured, the speed mode is replaced by
the ALTS tracking mode.

AP ENG SPEED DOWN
PRM279_02_031
FD
D TURB B/C 1/2 BANK VNAV FD
D
UP
IAS/MACH Switch (Knob Center)
Figure 2.32 Manual Changeover

6. Vertical Speed Mode (VS)
Vertical speed mode generates commands to maintain the VS reference

value. When vertical speed mode is selected, the VS reference (on the
PFD) is set to the current vertical speed.
The VS reference value can be changed, throughout a ±12,000 ft/min
range, using the VS pitch wheel on the FCP. The VS reference is reset to
the current vertical speed by the selection of autopilot engagement or
synchronization.
When capturing or tracking a preselected altitude, a new preselected
altitude must be chosen prior to selection of vertical speed mode, to avoid
an immediate recapture of existing preselected altitude.
Vertical speed mode is manually selected by pushing the VS switch on the
FCP. Selection is inhibited when in glideslope capture or overspeed.
Vertical speed mode is cleared by pushing the VS switch again, by
selecting a vertical hold mode, or by a vertical mode capture.
Vertical speed mode is annunciated with a green VS #.# ↑ or VS #.# ↓ in
the vertical capture field on the PFD. The #.# is the VS reference value, in
thousands of feet per minute (values over 10000 ft/min are displayed
without a decimal point). The up arrow displays a positive reference and
the down arrow displays a negative reference.
The FCC operates in the active mode. Capture will not occur if the
localizer is not captured, or if the FCC is not receiving valid glideslope
data. Upon glideslope capture, other vertical modes are automatically
cleared on the captured side. If the other side does not concurrently
capture the glideslope, it will continue to operate in the current active
vertical mode, or ensuing vertical mode, until it independently captures
glideslope.
Climb or descent rate is achieved by moving the rotary switch on the FCP.

Vertical Speed Pushbutton

AP ENG SPEED DOWN

TURB B/C 1/2 BANK
PRM279_02_032
FD
D VNAV FD
D
UP
Coupled Vertical Pitch Wheel

Navigation Pushbutton
Figure 2.33 Vertical Speed Pushbutton and Pitch Wheel
Vertical Speed Mode (Descending 500 ft/min)
7 000
HDG
VS 0.5 ALTS PRM279_02_033
AP 300
280
Figure 2.34 Vertical Speed Mode (VS)

7. Glideslope Mode (GS)
Glideslope mode will generate commands to capture and track the
glideslope. Captures can be performed from above or below the beam.
moving away from the beam for high closure rates.
Glideslope mode is automatically selected when in an approach mode,
inbound, with a valid localizer as the lateral navigation source. Glideslope
mode is automatically cleared by the loss of approach mode. When
armed, glideslope mode is also cleared by turning outbound, or by the loss
of a valid localizer as the lateral navigation source. When captured,
glideslope mode is cleared by changing the source of the lateral
navigation signal to an invalid localizer.
Glideslope arming is annunciated with a white GS message in the vertical
armed field on the PFD. Glideslope capture is annunciated with a green
GS message in the vertical capture field on the PFD.
Glideslope Mode
5 000
LOC1 MDA 400
PRM279_02_034
GS ALTS
AP 300
200
Figure 2.35 Vertical Glideslope Mode (GS)

8. Go-Around Mode (GA)
Go-around mode generates an 8° pitch-up command. Selection of vertical
go-around mode turns on both FDs, disengages autopilot, clears all other
vertical modes and switches the flight guidance commands to a
dual-independent configuration. Vertical and lateral modes coincide.
When a go-around causes the autopilot to disengage, the autopilot
warning can be canceled by another push to the TOGA switch, or by
pushing the autopilot disconnect switch.
Vertical go-around mode is selected by pushing either one of the thrust
lever-mounted TOGA switches while airborne. Go-around mode is cleared
by engaging the autopilot, by selecting synchronization or by the selection
or capture of another active mode. Go-around mode is annunciated with a
green GA message in the vertical capture field on the PFD.
Vertical Go-Around Mode
6 000
GA MDA 300
PRM279_02_035
GA ALTS
300
200
Figure 2.36 Vertical Go-Around Mode (GA)
9. Approach Mode (APPR)
Approach mode is selected by pressing the APPR button on the FCP.

When selected, the approach mode will generate commands to capture
and track vertical control for precision approaches when the Lateral
Approach mode is in the track state and the vertical capture requirements
are met.

10. Vertical Navigation (VNAV)
The vertical navigation mode (VNAV) couples the FMS vertical flight plan
to the FD. VNAV mode automatically commands the FD to sequence
modes and set target speeds and altitudes to maintain the FMS vertical
flight plan.
There are 10 VNAV modes:
• VALTS (preselected altitude/altitude tracking)
• VALTV (FMS altitude)
• VALT (altitude hold)
• VPTCH (Pitch)
• VVS (vertical speed)
• VCLB (climb)
• VDES (descent)
• VIAS (speed)
• VPATH (FMS vertical path angle)
• VGP (FMS vertical glide path)

VVS
VPTCH 10 000
VIAS FMS1
VDES 280 3000
VDES
VCLB
VALT
VALTS
VALT CAP
VALTV CAP
VALTS CAP 18
VALTV
VPATH
VGP VS
VNAV
PRM791_02_071
FLIGHT CONTROL PANEL
Figure 2.37 Vertical Navigation (VNAV) Modes

VNAV Mode Selection
VNAV mode selections are made using the VNAV pushbutton on the FCP.
Armed and captured VNAV modes are annunciated on the FMA. VNAV
may be used in all phases of flight.
With the exception of TO, GA and GS, all vertical flight modes can be
coupled with the FD. If VNAV is selected while a vertical mode is active,
the FD incorporates it into the VNAV mode and a V is presented with the
active vertical mode indication. For example, if CLB was the active mode
when VNAV was selected, VCLB becomes the mode. If ALT was the
active mode, VALT is the new mode.
VNAV mode is cleared by:
• Pushing the VNAV button
• Capturing an ILS glideslope
• Changing the NAV SOURCE on the coupled side, or
• Pushing the TOGA switch

AP ENG SPD DOWN

D
FD
UP
VNAV Button
5 000
FMS1 MDA 400
PRM1_02_067
VPATH ALTS 3000

AP 300
200
Figure 2.38 VNAV Mode

VNAV Armed Modes
When VNAV is active, the vertical armed fields on the PFD show the
armed mode, if any. One field shows the armed holding mode: ALTS for
the preselector or ALTV for the VNAV target altitude. A second field shows
the armed VNAV vertical mode: SPD, VS, or PATH. The third field shows
the armed glide mode: GS for an ILS glideslope or GP for a VNAV
glidepath. VNAV does not control the ALTS or glideslope (GS) armed
modes.
VNAV can arm any of the modes that follow:
• ALTV (climb or descent)
• SPD (climb only)
• VS, PATH, GP (descent only)
• VPTCH (climb or descent)
Field One Field Two Field Three
5 000
FMS1
PRM1_02_059
ALTS ALTV SPD GP
AP 300
260
Figure 2.39 VNAV Armed Modes
With VNAV active, the FMS will automatically sequence the vertical flight
modes and set target airspeeds and altitudes to follow the programmed
flight profile. The flight crew may also manually select other vertical modes
(pitch, speed, vertical speed, altitude hold) and modify airspeed/Mach
references while VNAV is active. These actions will suspend FMS control,
but do not prevent subsequent mode activation by the FMS.
NOTE
The altitude preselector overrides any VNAV
commands, except FMS glide path (GP) mode.

VNAV Indications
VNAV alerts, pointers and deviation scales are presented adjacent to the
altitude tape on the PFD. The FMS altitude target is shown in cyan below
the preselected altitude readout. A snowflake, indicating deviation from the
FMS calculated path is shown between the ADI and the altitude tape.
10 000
FMS1
VDES
DES 280 3000 FMS Altitude
AP Constraint
FMS Path
18
FMS Target
Speed 280 30.10 IN
FMS1 12 4
CRS 359
12 NM
PRM1_02_061
AMERT
2.3
12
4
Figure 2.40 VNAV Target Speed and Altitude

In the event the FMS vertical flight plan is not valid when VNAV is
selected, an amber VNAV annunciation appears in the vertical armed field
of the FMA. If VNAV becomes invalid after it has been the active mode,
the V is removed from the active vertical mode and the amber VNAV
annunciation is displayed. If VPATH or VGP become invalid, the
annunciation reverts to pitch mode.
A red VNAV indication appears when the selected VNAV mode has failed.
Invalid
10 000
FMS1
PTCH VNAV 3000
AP
18
V Failed
N
PRM1_02_060
A
V
Figure 2.41 VNAV Indications

VNAV Plan Speed
During the climb or descent, selecting the VNAV plan speed line select key
on the FMS PERF MENU page displays the FMS target speed in cyan on
the PFD airspeed reference and speed bug. With a speed mode selected,
(VCLB, VDES, or VIAS), VNAV plan speed controls the target speed in the
FMA. While in other VNAV modes the VNAV PLAN SPD function reminds
the pilot of speed restrictions for the various phases of flight.
The VNAV PLAN SPD displays the more restrictive of any one of the
speeds listed:
• A flight plan climb or speed constraint
• A SPD/ALT LIMIT set on the VNAV CLIMB or VNAV DESCENT pages
• A TGT SPEED for the current phase of flight as specified on the VNAV
CLIMB, VNAV CRUISE, or VNAV DESCENT pages
• A decelerating speed when approaching a lower speed limit
• VMO/MMO
PERF MENU
SEQUENCE
<PERF INIT FUEL MGMT>
330° 1 4 N M
<VNAV SETUP FLT LOG>
FLX TEMP
---ºC SEC PERF>
ADVISORY VNAV
ENABLE/DISABLE
Press to Display VNAV PLAN SPD
PRM791_02_080
VNAV Speed on <RESUME 250 KT

PFD 00 RPLY ALT ON
Figure 2.42 VNAV Plan Speed Selection

10 000
FMS1
VDES
DES 280 3000
AP
18
FMS Target
Speed
280 30.10 IN
FMS1 12 4
CRS 359
12 NM
AMERT
2.3
PRM1_02_066
12
4
Figure 2.43 VNAV Plan Speed Indication

VNAV Preselected Altitude Mode (VALTS)
The pilot can command the FCC to generate vertical guidance to capture
and then track a preselected altitude (VALTS). The altitude preselect is set
via the ALT knob and is displayed in the top right corner of the PFD. The
preselected altitude is armed when a vertical mode such as VCLB, VDES,
VIAS, VVS or VPTCH is selected. Arming is indicated by the white ALTS
message in the armed field of the FMA. Engagement of the new vertical
mode, be it pitch, vertical speed or speed mode, will command the aircraft
to climb or descend to the preselected altitude. The ALTS capture point is
a function of closure rate. The capture point moves away from the
preselected altitude as aircraft rate of vertical speed increases.
When the ALTS mode is captured, the FMA white ALTS message
disappears. The active vertical mode message in the FMA is replaced by a
green VALTS CAP message. The VALTS CAP message flashes for
5 seconds and then becomes steady. The capture mode continues until
the aircraft is within 100 ft of the preselected altitude and then in the active
field of the FMA, the green VALTS CAP message is replaced by a green
flashing VALTS message. The green VALTS message flashes for
5 seconds then becomes steady. At this point, the FD is in vertical altitude
tracking (VALTS) mode.
VNAV Altitude Preselected Mode (Armed)
30 000
FMS1
PRM1_02_056
M.488
VCLB 250 ALTS
AP 300
280
Figure 2.44 VNAV Preselected Altitude (Armed)

VNAV Altitude Preselected Mode (Active)
30 000
FMS1
PRM1_02_057
M.694
VALTS
AP 300
280
Figure 2.45 VNAV Preselected Altitude (Active)
If the preselected altitude is changed after altitude capture but prior to final
level-off, a green VALT hold message and an amber ALTS appears in the
FMA. Another vertical mode must be selected to clear the altitude hold
and remove the amber ALTS message from the FMA.
VNAV Preselected Altitude Mode (Interrupted)
10 000
HDG
PRM1_02_058
VALT
AP 300
260
Figure 2.46 VNAV Preselected Altitude (Interrupted)

VNAV FMS Altitude Mode (VALTV)
The VNAV FMS altitude (VALTV) mode is similar in operation to the pilot
controlled preselect altitude (VALTS) mode. The exception is that the FMS
provides the altitude constraint and initiates the vertical change based on
the programmed flight plan and following pilot confirmation through the
preselected altitude setting.
VNAV FMS Altitude Mode (Active)
30 000
FMS1
PRM1_02_054
M.694 10000
VALTV
AP 300
280
Figure 2.47 VNAV FMS Altitude (VALTV Active)
Generally, VNAV operation tries to satisfy both the altitude preselector and
the waypoint constraint altitude however the aircraft will never be
commanded to fly through the preselected altitude. While in VALTV, the
aircraft is protected against exceeding VMO/MMO.
The VALTV mode arms and displays ALTV in white when the FMS
enables the VCLB or VDES (climb or descend) or VPTH (descend) modes
to initiate the altitude change. The indication changes to green when
VALTV captures the FMS programmed altitude which commands a
smooth transition to capture the altitude.
VNAV FMS Altitude Mode (Armed)
30 000
FMS1
PRM1_02_055
M.488 10000
VCLB 250 ALTV
AP 300
280
Figure 2.48 VNAV FMS Altitude (ALTV Armed)

VNAV Altitude Hold Mode (VALT)
The VNAV altitude hold (VALT) is similar in operation to the pilot-controlled
ALT mode. ALT hold instructs the FD to maintain the barometric altitude
that existed at the moment of ALT selection. The pilot selects altitude hold
by pressing the ALT mode pushbutton.
If the aircraft is in a climb or descent when ALT hold is selected, the
FCC/FD commands the aircraft to level-off, then reacquires the actual
altitude at which the ALT mode pushbutton was pushed. A green VALT
message appears in the active field of the FMA.
Altitude hold is automatically activated when a new preselected altitude is
selected. A green VALT message appears in the active field of the FMA
and a white altitude select (ALTS) message appears in the armed field of
the FMA.
The mode may be made active automatically by the FMS as a function of
programmed vertical flight plan. VALT submode engages automatically
when VALTS has captured the target altitude. VALT also engages
whenever VNAV is activated via the VNAV switch on the guidance panel
and the aircraft is within 250 ft of the VNAV target altitude.
To cancel the VALT hold mode, select any other vertical mode.
VNAV Altitude Hold Mode
9 500
HDG
PRM1_02_053
VALT ALTS
AP 300
200
Figure 2.49 VNAV Altitude Hold Mode (VALT)

VNAV Pitch Mode (VPTCH)
When VNAV is selected with no other vertical modes selected, the FD
automatically defaults to the basic VPTCH mode. VNAV Pitch mode will
maintain the pitch angle sensed at time of VNAV engagement. In VNAV
pitch mode, pitch change is accomplished by rotating the pitch trim wheel
on the FCP. Each click of the wheel is equal to ½ degree of pitch change.
VNAV Pitch Mode (VPTCH)
10 000
HDG
PRM1_02_052
VPTCH
AP 300
200
Figure 2.50 VNAV Pitch Mode (VPTCH)
VNAV Vertical Speed Mode (VVS)

VVS mode is used to command the FD to maintain a vertical speed that is
measured in feet per minute (ft/min) during a climb or descent to a
preselected altitude. Initially, the rate will be vertical speed sensed at the
time of VS mode engagement. Turning the VS pitch wheel on the FCP
changes the VS reference value. Each click of the wheel is equal to
100 ft/min. When the preselected altitude is captured, the VVS mode is
replaced by the VALTS tracking mode.
VNAV Vertical Speed Mode (Descending 500 ft/min)
7 000
HDG
PRM1_02_050
VVS 0.5 ALTS

AP 300
280
Figure 2.51 VNAV Vertical Speed Mode (VVS)

VNAV Climb and Descent modes (VCLB/VDES)
The VNAV climb and descent modes are similar in operation to the pilot-
controlled modes with the exception that the FMS provides the target
airspeed and altitude. The mode may be armed and made active
automatically by the FMS as a function of the programmed vertical flight
plan. The pilot can also enable VCLB or VDES operation by selecting the
SPEED button when VNAV is active. A green indication of VCLB or VDES
is displayed on the PFD when it is active. If VALT or VPTH is engaged and
SPEED is selected on the guidance panel, depending on the phase of
flight, VCLB or VDES becomes active.
VNAV Descent Mode (VDES)
8 000
FMS1
M.484 PRM1_02_051
VDES 250 ALTS
AP 300
280
Figure 2.52 VNAV Descent Mode (VDES)

VNAV Climb Mode (VCLB)
During the climb, if the VNAV PLAN SPD is selected on the FMS PERF
MENU page the FMS target speed is displayed in cyan on the airspeed
reference and speed bug and the plan speed is captured in the FMA.
When the speed is increased, the FCC commands the aircraft to pitch
down to capture the new speed. The aircraft rate of climb can reduce to as
low as +50 ft/min, but never go to a negative value as would be the case if
VIAS ### was active. A second press of the SPEED pushbutton at this
time changes VCLB ### to VIAS ###.
VNAV Climb Mode (VCLB)
8 000
FMS PRM1_02_049
M.488
VCLB 250 ALTS
AP 300
280
Figure 2.53 VNAV Climb Mode (VCLB)

During the descent, if the VNAV plan speed is selected on the FMS PERF
MENU page the FMS target speed is displayed in cyan on the airspeed
reference and speed bug. During the descent the FMS target speed
indicates the speed constraint for the next waypoint. When the speed is
decreased, the FCC commands the aircraft to pitch up to slow and acquire
the new reference Mach or speed. The aircraft rate of descent can reduce
to as low as -50 ft/min, but never go to a positive value as would be the
case if in VIAS mode. A second press of the SPEED pushbutton at this
time would change VDES .## to VMACH .## or VDES ### to VIAS ###.
8 000
FMS1
PRM1_02_051
M.484
VDES 250 ALTS
AP 300
280
Figure 2.54 VNAV Descent Mode (VDES)

VNAV Indicated Airspeed Mode (VIAS/VMACH)
VIAS or VMACH mode is engaged by a second press of the SPD
pushbutton. If a climb is required, when the thrust levers are advanced the
FCC commands the aircraft to pitch up and the climb starts. If the thrust
levers are not advanced at this time, the mode engages but the aircraft
maintains the captured airspeed bucket. Once the climb is started and a
speed increase is commanded, the FCC can first descend the aircraft to
capture the new target speed and then commence to climb. If a descent is
required, when the thrust levers are retarded the FCC commands the
aircraft to pitch down and the descent starts. If the thrust levers are not
retarded at this time, the mode engages but the aircraft remains level.
Once the descent is started and a speed reduction is commanded, the
FCC can climb the aircraft to capture the new target speed and then
continue with the descent.
VNAV Indicated Airspeed Mode (VIAS)
8 000
FMS1
PRM1_02_046
M.488
VIAS 250 ALTS
AP 300
280
Figure 2.55 VNAV Speed Mode (VIAS)
VNAV Speed Mode (VMACH)
8 000
FMS1
PRM1_02_047
M.488
VMACH .49 ALTS
AP 300
280
Figure 2.56 VNAV Speed Mode (VMACH)

VNAV Path Mode (VPATH)
The VNAV path or vertical path (VPATH) mode is used during a descent to
fly the optimum vertical path that complies with altitude constraints at
specific flight plan waypoints. FMS must be the active lateral navigation
mode for VPATH to be operational. The path angle (1 to 6°) may be an
FMS-computed value or pilot entered. The FCC computes a vertical speed
and constant angle descent using barometric altitude to maintain the
desired path to the end of descent waypoint, normally the final approach
fix. VPATH automatically reverts to VVS descent when the straight-line
geographic descent path to an altitude constraint waypoint becomes
ambiguous.
VNAV Path Mode
5 000
FMS1 MDA 400 PRM1_02_044
VPATH ALTS 3000

AP 300
200
Figure 2.57 VNAV Path Mode (VPATH)

VNAV Approach mode (VGP)
The vertical glide path (VGP) mode is available during a FMS/VNAV
approach. VGP provides vertical guidance similar to VPATH and is based
on barometric altitude at a calculated or specified descent angle contained
in the FMS. VGP permits descent below the preselected altitude to allow
an approach to be flown to published minimums with the altitude preselect
or set for the missed approach. As a result, operation in FMS/VGP closely
resembles an ILS approach. Upon glide path capture the FD will display a
green VGP to indicate when the aircraft is being steered vertically to a
FMS generated glide path very similar to that of an ILS glideslope.
VNAV Glide Path Mode
5 000
FMS1 MDA 400
PRM1_02_045
VGP ALTS 3000

AP 300
200
Figure 2.58 VNAV Glide Path Mode (VGP)

Overspeed Protection and Warning
If, during descent in VS or PTCH mode an overspeed occurs, the AFCS
reverts automatically to IAS/MACH mode. The speed bug synchronizes to
VMO/MMO minus 5 kt and the aircraft slowly pitches up and decelerates to
capture the new target speed. While in the overspeed condition, the mode
flashes amber and the overspeed warning (clacker) sounds. Once out of
the overspeed condition, IAS/MACH reverts to green.
If the aircraft is in ALTS or ALT mode and an overspeed occurs, the
aircraft overspeed warning sounds (clacker), but the aircraft does not
leave its selected altitude. The pilot must reduce speed manually (reduce
thrust or climb).

Altitude Alert System
The primary flight displays alert the pilots that the aircraft is approaching
the preselected altitude, or that the aircraft is deviating from a previously
selected and acquired altitude. Altitude advisories are indicated on the
primary flight displays in the following locations: on the altimeter portion, at
the preselect altitude digital readout (above the barometric tape) and at
the preselect bugs, including the double bars (across fine and coarse
tapes).
The altitude alert system processes data from the ADCs and is
independent of the autopilot or FD modes. The ALT knob on the FCP is
used to set the desired altitude.
The preselect digital readout and bugs change state and color as follows:
• At the altitude alert threshold, the readout and bugs flash magenta for
approximately 4 seconds, and a 1 second aural tone sounds. The
threshold is approximately 1000 ft from the selected altitude.
• When within 200 ft from the selected altitude, the readout and bugs
come on steady to indicate altitude capture.
• If the airplane subsequently deviates more than 200 ft from the
selected altitude, the readout and altitude bugs (double bars) will flash
amber and a 1 second tone will be heard. The readout and altitude
bugs will continue to flash amber as long as the airplane is deviated
more than 200 ft or canceled.
• When the airplane is -200 ft below selected altitude the flashing
magenta bugs and readout will cancel.
• If the airplane subsequently continues to deviate (±1000 ft) from the
selected altitude, a 1 second tone will be heard.
• When the airplane is again within 200 ft of the selected altitude, the
readout and bugs will turn magenta and stop flashing.
Altitude alerts can be canceled by pushing the ALT switch or selecting a
different altitude. Altitude alerts are inhibited if the glideslope is captured.

Flashing warning cancels Deviation Alert

if not previously canceled Selected altitude bug and
by the pilot double bars flash magenta.
Readout is magenta.
+200 ft
+100 ft Deviation
Preselect ALT Notice
Capture
-100 ft
-200 ft
Capture Altitude Deviation Digital
Aural Tone Selected altitude readout and bug flashes
for 1 Second bug and readout amber. Can be canceled by
both magenta. the pilot. (Major ALT deviation
-1000 ft at +/- 1000 ft.)
PRM279_02_020
Altitude Acquisition Digital Aural Tone
readout and bug flashes magenta. for 1 Second
May be canceled by the pilot.
Aural tone sounds for 1 second.
Figure 2.59 Altitude Alert System

Autopilot
Description
The automatic flight control system (AFCS) provides a two-axis, digital,
fail-passive autopilot (AP). The fail-passive autopilot system is protected
against internal single hardware faults and limits any malfunctioning
commands to a response that is easily controlled by the pilot. Command
inputs to the ailerons and elevators are provided by servos controlled by
the flight control computers (FCCs). The FCCs input the yaw damper
system to control the rudder. The autopilot controls the aircraft in response
to FD commands by actuating the appropriate control surfaces.
To engage the autopilot, the following is required:
• Both FCCs must be operative
• At least one YAW DAMPER is ENGAGED
• Both attitude heading reference systems (AHRS) are operable <3100>
• Both inertial reference systems (IRS) are operable <3025>
• At least one air data computer (ADC) is operative
• There is no significant instability of the aircraft
Turbulence mode reduces autopilot gain so that FCC response to
turbulent flight conditions is slowed and aircraft motion is smoother. On
approach, an onside localizer capture automatically clears the autopilot
turbulence mode.
Autopilot Engagement
The autopilot is engaged by pressing the AP ENG pushbutton located on

the flight control panel (FCP). When the autopilot is engaged, both
channels of the autopilot are coupled to the onside flight control computer
(FCC). Autopilot/flight director (AP/FD) coupling is indicated on the PFD by
a green AP when the autopilot is coupled to FD 1. When the autopilot is
coupled to FD 2 the PFD indication is a green AP.
Pressing the AP ENG pushbutton on the FCP when the autopilot is
engaged will cause the autopilot to disengage.

Autopilot Servomotors
When the autopilot is engaged, the controlling FCC directs roll and pitch
commands to the right aileron and left elevator servos. When a change in
roll or pitch attitude is required, the FCC signals the aileron servo or
elevator servo to bias the control cables to move the associated control
surface.
The aileron servo is located on the control cable run for the right aileron.
Since the left and right ailerons are normally interconnected, the servo is
capable of moving both ailerons. The elevator servo is located in the left
elevator control cable run. The servo moves both elevators when the
elevators are interconnected.
When an out-of-trim condition is sensed, the FCC signals the aileron servo
and/or elevator servo to reposition the associated control cable. By
repositioning the control cables, back pressure on the associated control
surface is eliminated.
Autopilot Engage Pushbutton
PRM279_02_036
AP ENG SPEED DOWN

D
D
UP
Figure 2.60 FCP Autopilot Engage Pushbutton
Autopilot Engaged Indicator
4 000
HDG
PRM279_02_037
CLB 250 ALTS

AP 300
200
Figure 2.61 PFD Autopilot Indications

Out-of-Trim Indications
The AFCS continuously monitors both axes of the autopilot when it is
engaged. If a control surface is detected to be significantly out-of-trim, an
amber boxed symbol appears on the PFD and an EICAS caution message
is displayed. The EICAS caution message identifies whether it is the
aileron or elevator that is affected, and in which direction the control
surface is out-of-trim.
Autopilot
Out-of-Trim Indication (Elevator)
4 000
HDG
CLB 250 ALTS
280 AP 300
E 10
260 200
PRM279_02_038
A
Autopilot
Out-of-Trim Indication (Aileron)
Figure 2.62 Autopilot Out-of-Trim Indications
Turbulence Pushbutton
The TURB pushbutton when pressed alternately selects or deselects the

autopilot turbulence mode. The turbulence mode when selected reduces
the autopilot gain. This prevents the FCC from instantaneously responding
to pitch and roll changes brought about by flight through turbulent air.
There is no FMA indication of TURB mode selection.
On approach, an onside localizer capture automatically clears the autopilot
turbulence mode.

Control Wheel AP/SP Disconnect Switch
The AP/SP DISC switches are the primary means of disengaging the
autopilot. They are installed on the outboard horn of each control wheel.
When the AP/SP DISC switch is pressed with the autopilot engaged, the
PFD red flashing AP message appears and the autopilot audio warning
sounds for approximately 2 seconds.
In the event that a system fault causes the autopilot to disengage,
pressing either AP/SP DISC switch will cancel the red flashing AP
message and silence the audio warning.
Autopilot
Disconnected
4 000
HDG
PRM279_02_039
CLB 250 ALTS
AP 300
280
Figure 2.63 PFD Autopilot Disconnected

Autopilot Disconnect Switch
In the event that the control wheel AP/SP DISC switches are not
functioning, pressing the AP DISC switch down on the FCP disengages
the autopilot. When the AP DISC switch is pressed with the autopilot
engaged, the PFD red flashing AP message appears and the autopilot
audio warning sounds for approximately 2 seconds.
A red line is visible on the top edge of the switch when the switch has
been moved to the disengage position. There are no green FCC indication
lights associated with this switch.
Autopilot Disengagement
When the autopilot is manually disengaged, the AP or AP symbol on

each PFD flashes red and an aural warning sounds for approximately
2 seconds.
The autopilot can be manually disengaged by:
• Pressing either AP/SP DISC pushbutton on the control wheels
• Activating the stab trim split switches on the control wheels
• Pressing the AP ENG pushbutton on the FCP
• Selecting the AP DISC on the FCP
• Pressing either TOGA switch
• Pressing the YD DISC pushbutton
In the event that a system fault causes the autopilot to automatically
disengage, the pilot must press either AP/SP DISC switch to cancel the
red flashing AP message and silence the audio warning.
The autopilot automatically disengages upon:
• Failure of the yaw damper system
• FCC 1 or FCC 2 fail
• Unusual attitudes
• Stall warning
• Windshear warning conditions

Autopilot Takeoff Configuration Warning
If a takeoff is attempted with the autopilot on (engaged), the takeoff
configuration warning system presents a CONFIG AP warning message
and sounds the aural alert, “Config Autopilot”. The warning system is
armed for takeoff when the thrust is advanced above 70% N1.

Controls and Indications
Description
The FCP is the mode selection panel that selects and controls the FD and
autopilot functions.
The PFD presents to the pilot the FCC instructions through the use of the
FMA and command bars. The controlling FD indications, autopilot
engagement and system malfunctions are presented on the PFD.
A SYNC switch on the control wheel allows the FD command bars to be
synchronized with the actual aircraft vertical and lateral reference when
the autopilot is disengaged. The autopilot can be disconnected through a
variety of switches. TOGA switches are provided on both thrust levers.
Normal and non-normal AFCS indications are displayed on the FCP, PFD
and the EICAS primary and status pages.
Autopilot Flight Director Vertical Modes

AP ENG SPEED DOWN

D
D
PRM279_02_040
UP
Lateral Modes
Flight Director / Course Selector

Active/Captured Field Armed Field Flight Director

Command Bars
30 000
HDG
M.600
CLB 250 ALTS
280 300
PRM279_02_041
AP
FD2
10
260 200
Figure 2.65 Primary Flight Display (PFD)
SYNC (amber)
Repositioned Flight Director Sync
Switch (black)
5 000 Used when autopilot is
M. 488
HDG SYNC not coupled to
CLB 250
80 300 synchronize vertical
and lateral references
Primary Flight Display (2) to those currently
Pilot's and Copilot's Instrument Panel flown.
Note:
SYNC appears on PFD
PRM279_02_005
when sync switch

pushed.
Forward Surface
Pilot's Control Wheel
(Copilot's Opposite)
Figure 2.66 Flight Director SYNC Switch

E DN
NOS
UP
NO
SE AP/SP DISC Switch
AP When pressed, disengages
autopilot and deactivates stick
pusher. When released, stick
SC
pusher system is immediately

I/C reactivated but autopilot
SY
OFF
NC
R/T remains disengaged.
PRM279_02_042
Figure 2.67 Control wheel AP/SP Disconnect Switch

Takeoff/Go-around
(TOGA) Switches
Momentary pushbutton switches.
These switches are associated with
the takeoff/go-around mode of
the flight director system.
PRM7_02_007
Figure 2.68 TOGA Switches

PFD Messages and Indications
The following messages are presented on the PFDs. A brief explanation of
each message or indication is provided.
INDICATION DESCRIPTION
[A] Significant aileron mis-trim.
AP  AP engaged (FCC 2 controlling).
AP  AP disengage warning (FCC 2 controlling).
AP  AP engaged (FCC 2 controlling).
AP  AP engaged (aileron and elevator servo clutches released).
AP  AP engaged (FCC 1 controlling).
AP  AP disengage warning (FCC 1 controlling).
AP  AP engaged (FCC 1 controlling).
AP  AP engaged (aileron and elevator servo clutches released).
DR Dead reckoning operation.
[E] Significant elevator mis-trim.
[F] FD failed.
YD Both YAW dampers disengaged.
FD V-bars Intergrated lateral and vertical flight guidance commands (not present if
either FCC command is invalid).
ALT ALT hold mode tracking.
ALTS CAP Preselected ALT mode capturing.
ALTS ALT preselect mode armed.
ALTS ALT preselect mode tracking.
ALTS ALT preselect mode aborted capture.
B/C1 B/C mode armed (displayed in FMA lateral armed field, identifying NAV
B/C2 source).
B/C1 B/C mode capture/tracking (displayed in FMA lateral capture field,
B/C2 identifying NAV source).
HDG HDG select mode.
PTCH Pitch mode.
Figure 2.69 PFD Messages and Indications

INDICATION DESCRIPTION
ROLL Roll mode.
SYNC FD synchronization in progress.
TO Lateral TO mode (displayed in FMA captured field).
TO Vertical TO mode (displayed in FMA captured field).
FD1 FD computation being performed by FD 1 or FD 2.
FD2
CLB ### CLB mode active and referencing a speed in knots.
CLB .## CLB mode active and referencing a MACH speed.
DES ### DES mode active and referencing a speed in knots.
DES .## DES mode active and referencing a MACH speed.
IAS, MACH Speed mode active.
IAS Overspeed mode (flashes in FMA vertical capture field).
MACH
FMS1 NAV or APPR mode armed (displayed in FMA lateral armed field,
FMS2 identifying NAV source).
LOC1 NAV or APPR mode capture/tracking (displayed in FMA lateral capture
LOC2 field, identifying NAV source).
VOR1
VOR2
GA Lateral GA mode (displayed in FMA lateral capture field).
GA Vertical GA mode (displayed in FMA vertical capture field).
GS GS mode captured (displayed in FMA vertical capture field).
GS GS mode armed (displayed in FMA vertical capture field).
VS #.#  VS mode (current VS reference in fpm up).
VS #.#  VS mode (current VS reference in fpm down).
1/2BNK 1/2 BANK mode active.
Figure 2.69 PFD Messages and Indications

EICAS Messages
The AFCS system messages are shown on the EICAS primary and status
pages. System messages, inhibits and aural warnings are listed in the
following tables. A brief explanation of each message is provided.
AURAL
MESSAGE INHIBIT LOGIC
WARNING
All AFCS (IAPS) data buses are

AFCS MSG FAIL 2
invalid.
Autopilot engaged on ground with “Config

CONFIG AP
both engines operating >70% N1. Autopilot”
Figure 2.70 Warning Messages
AP TRIM IS LWD 1-2 Out-of-trim condition in roll axis (left wing down).
AP TRIM IS RWD 1-2 Out-of-trim condition in roll axis (right wing down).
AP TRIM IS NU 1-2 Out-of-trim condition in pitch axis (nose up).
AP TRIM IS ND 1-2 Out-of-trim condition in pitch axis (nose down).
AP PITCH TRIM 1-2 Autopilot pitch trim failure.
YAW DAMPER Both yaw dampers (1 and 2) are off or failed.
Figure 2.71 Caution Messages

MESSAGE LOGIC
FD 1 FAIL Flight director 1 has failed.
FD 2 FAIL Flight director 2 has failed.
YD 1 INOP Yaw damper 1 is off or failed.
YD 2 INOP Yaw damper 2 is off or failed.
Pilot and copilot vertical-speed selection not synchronized or

SPEED REFS INDEP
ADC cross-talk failed.
Any IAPS GP-5 BUS failed and aircraft is on the ground or

IAPS DEGRADED
both PSEU buses are not valid.
IAPS OVERTEMP Over temperature condition found in any IAPS quadrant.
Figure 2.72 Status Messages

Power Supply and Circuit Breaker Summary
ELECTRICAL POWER PANEL NUMBER AND

CB LABEL
SOURCE LOCATION
IAPS L or (IAPS L FMS) DC BUS 1 CBP1-H1
IAPS L AFCS/MDC BATTERY BUS CBP2-P6
IAPS L FAN BATTERY BUS CBP2-P7
IAPS R or (IAPS R FMS) DC BUS 2 CBP2-H1
IAPS R AFCS DC BUS 2 CBP2-H2
IAPS R FAN DC BUS 2 CBP2-H3
Figure 2.73 Circuit Breakers – AFCS

TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
APU Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Air Intake and Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Air Intake Door Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Intake Door Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Intake Door Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Exhaust Gas Temperature Indications. . . . . . . . . . . . . . . . . . . . . 3-7
Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Fuel Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Components and Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
APU Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Fuel Feed Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Fuel Control Unit and Fuel Shutoff Solenoid . . . . . . . . . . . . . . . 3-10
Start and Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
Components and Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
APU Start System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
High-Energy Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
APU Start Sequences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
On Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
In-flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
APU Shutdown Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Ground and In-flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Protective Shutdowns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
Copyright © Bombardier Inc. Auxiliary Power Unit

TABLE OF CONTENTS
Pneumatic Supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Load Control Valve Modulation/Bleed Air Loads . . . . . . . . . . . . 3-18
Load Control Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Surge Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Bleed Air Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Bleed Air Availability. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Bleed Air Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
Control Panels/Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
APU Remote Shutoff Switches. . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
BLEED AIR Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
ELECTRICAL POWER Control Panel . . . . . . . . . . . . . . . . . . . . 3-23
EICAS Status Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-24
ECS Synoptic Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-25
AC ELECTRICAL Synoptic Page . . . . . . . . . . . . . . . . . . . . . . . . 3-26
FUEL Synoptic Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
Power Supply and Circuit Breaker Summary . . . . . . . 3-30
Auxiliary Power Unit Copyright © Bombardier Inc.

LIST OF FIGURES
Figure 3.1 APU Operating Envelope . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Figure 3.2 APU Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Figure 3.3 APU Door Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Figure 3.4 APU EGT Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Figure 3.5 FUEL Synoptic Page – APU Fuel Feed . . . . . . . . . . . . . 3-11
Figure 3.6 APU Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
Figure 3.7 ECS Synoptic Page – APU Indications . . . . . . . . . . . . . 3-19
Figure 3.9 Control Panels/Switches. . . . . . . . . . . . . . . . . . . . . . . . . 3-21
Figure 3.10 APU Remote Shutoff Switches . . . . . . . . . . . . . . . . . . . . 3-21
Figure 3.11 BLEED AIR Control Panel . . . . . . . . . . . . . . . . . . . . . . . 3-22
Figure 3.12 ELECTRICAL POWER Control Panel . . . . . . . . . . . . . . 3-23
Figure 3.13 Status Page – APU Indications . . . . . . . . . . . . . . . . . . . 3-24
Figure 3.14 ECS Synoptic Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-25
Figure 3.15 AC ELECTRICAL Synoptic Page . . . . . . . . . . . . . . . . . . 3-26
Figure 3.16 FUEL Synoptic Page . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
Figure 3.19 Advisory Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
Figure 3.20 Status Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
Figure 3.21 Circuit Breakers – APU. . . . . . . . . . . . . . . . . . . . . . . . . . 3-30

LIST OF FIGURES

AUXILIARY POWER UNIT

Introduction
The Honeywell RE220 (RJ) auxiliary power unit (APU) is a fully automated
gas turbine with automatic fault detection, shutdown, and in the event of
an APU fire on the ground, automatic fire extinguishing protection.
The APU’s primary function is to operate the gearbox mounted 40 kVA
generator. Its secondary function is to supply bleed air for air conditioning
(ECS) and main engine starting (MES). Under high demand, the APU’s
electrical loads take priority over pneumatic loads.
The maximum operating altitude of the APU is 41,000 ft; with APU starting
up to 37,000 ft. The 40 kVA APU generator may be utilized up to 41,000 ft.
APU bleed air extraction is limited to 25,000 ft and below.
An electronic control unit (ECU) controls and monitors all facets of APU
operation, including the recording of operating hours and start cycles. The
DC powered ECU sets up the appropriate fuel acceleration and EGT
temperature schedules and relays appropriate operating data to the pilots
through the EICAS displays.
Two switch/lights on the APU control panel in the flight compartment
initiate APU start and shutdown. Operational control of the APU electric
and bleed air systems is performed at the ELECTRICAL POWER, BLEED
AIR and AIR CONDITIONING panels.
The APU is mounted in the aircraft tail cone and is accessed via two
clamshell doors located on the fuselage underside. Airflow through the
APU’s intake is split into two directions to provide airflow to the intake
plenum (the compressor) and to the APU oil/air heat exchanger. The air is
heated by the oil/air heat exchanger and is then discharged into the
compartment to create ventilation of the enclosed space. The ventilating
air is then exhausted overboard through the APU exhaust eductor. The
tailpipe’s high-velocity exhaust gas creates the venturi action needed to
induce airflow through the eductor.

,
APU Altitude Starting
Limit (37,000 ft)
35,000
PRESSURE ALTITUDE (1000 ft)
IS
A+
30,000
30
Bleed Altitude
°c
Limit (25,000 ft)
25,000
Ground Starting
20,000 Altitude
Limit (15,000 ft)
15,000
10,000
IS
A+
5,000
35
°c
0
(−1,000 ft)
−5,000
−100 −80 −60 −40 −20 0 20 40 60
STATIC AIR TEMPERATURE (°C)
Figure 3.1 APU Operating Envelope
Figure 3.2 APU Compartment

APU Construction
Description
The APU is a fully-automated gas turbine with its own integrated oil,
ignition and start systems.

The APU consists of the following major components:
• Single stage centrifugal compressor
• Two stage axial flow turbine
• Accessory gearbox with an integral oil reservoir
• Annular reverse flow combustor
• Exhaust duct and an eductor
Engine power is developed through compression of ambient air by a single
stage centrifugal compressor. The compressed air, when mixed with fuel
and ignited in the annular reverse flow combustor, drives a two stage axial
flow turbine. The rotating shaft of the turbine rotor drives the compressor,
the gearbox and the accessories needed to support APU operation. The
driven accessories include:
• Speed sensor
• Oil pump and lubrication module
• Fuel control unit and high-pressure fuel pump
The APU gearbox also serves as the sump for the lubrication system and
incorporates the oil gravity fill cap and quantity sightglass.
The DC powered starter motor is used to drive the accessory gearbox
which in turn accelerates the gas turbine to a self sustaining rpm during
the start sequence.
A 40 kVA generator is mounted on and driven by the gearbox.

Air Intake and Exhaust
Description
The APU air intake is located on the upper right hand side of the rear
fuselage just above the APU compartment. The intake door opens
outward and into the air stream. The variable position intake door is
controlled by the ECU. Door position is dependent on weight-on-wheels,
APU rpm and Mach number.
APU exhaust gases are expelled through an exhaust pipe and eductor in
the tail of the fuselage.
Air Intake Door Control
The ECU controls the position of the intake door via a DC powered
actuator.
Should the door actuator fail, maintenance personnel can mechanically
lock the door in the open or closed position. This provision allows the
aircraft to be dispatched with an unserviceable door actuator.
CAUTION
If the APU door position is unknown, airspeed is

restricted to 220 KIAS, or the APU must remain in
operation.
NOTE
The critical rotation speed is between 4% and 30%
rpm. RPM below 4% does not produce enough heat to
cause bearing damage, while rpm above 30% ensures
sufficient cooling oil is available to ensure proper
bearing lubrication.

Intake Door Operation
The APU door is electrically actuated and scheduled open by the ECU. On
the ground, the door is commanded fully open upon selection of the
PWR/FUEL switch/light. In-flight the door opens with the START/STOP
switch/light.
During an in-flight start, the APU intake door position varies with APU rpm.
The door opening is limited at low rpm to off-load the APU compressor. At
APU rpm greater than 50%, the intake door is fully open.
Intake Door Indications
The APU door position is displayed on the EICAS status page.
APU APU
0 0 100 299
PRM7_03_014
RPM EGT RPM EGT
APU
DOOR OPEN DOOR INHIBIT/OPEN DOOR CLSD
Figure 3.3 APU Door Indications

Exhaust
The APU exhaust gases are discharged overboard through an APU
tailpipe. The tailpipe is covered by an acoustically insulated exhaust baffle,
and includes an exhaust eductor.
Exhaust Gas Temperature Indications
APU exhaust gas temperature (EGT) is indicated on the EICAS status

page. The EGT indication uses an indicating arc that expands and
contracts with changing APU loads.
EGT is influenced by:
• Ambient air temperature
• Air density
• APU generator loading
• Bleed air demands
When the APU is supplying bleed air, a portion of the air that was used to
cool the APU is diverted to the bleed air manifold and an increase in EGT
results.
APU APU APU

100 299 100 789 100 1100
PRM_03_004
RPM EGT RPM EGT RPM EGT
DOOR OPEN DOOR OPEN DOOR OPEN
Figure 3.4 APU EGT Indications

Lubrication System
Description
The APU is provided with a self-contained lubrication system. During
ground operation, the loss of oil pressure or high oil temperature results in
automatic shutdown. In-flight either fault results in the presentation of an
associated caution message but the APU will continue to operate. The
APU oil state is also monitored via the EICAS maintenance diagnostic
computer and a magnetic chip collector provides a visual indication of
metal particles in the lubrication system.

The oil pump directs filtered oil under pressure to lubricate the APU
bearings, gearbox and generator bearings.
Oil is cooled in the APU air/oil heat exchanger, with airflow provided by the
APU intake duct. Intake air is split at the APU intake duct, allowing airflow
to pass directly across the cooling fins of the heat exchanger. This cooling
flow is induced by ram forces during flight and extracted by the exhaust
eductor during flight and ground operations. Air heated by the oil cooler is
then discharged into the APU enclosure and is used to ventilate the APU
compartment.

Fuel Distribution
Description
During start, the fuel system schedules fuel to support combustion and
provide for smooth acceleration of the engine to 100% rpm. When the
APU is on-speed, fuel flow is modulated to meet the demands of varying
pneumatic and electrical loads.
The APU receives fuel from the left collector tank via a dedicated APU fuel
distribution manifold. The fuel system incorporates the APU pump, an
APU fuel feed shutoff valve (SOV), a fuel shutoff solenoid, fuel system
filters, a high pressure fuel pump, and a fuel control unit (FCU).
Components and Operations
APU Fuel Pump
The APU pump draws fuel from the left collector tank, and delivers fuel
under pressure to the APU high-pressure pump and fuel control unit.
Should the APU pump fail, an internal bypass valve opens, allowing the
accessory gearbox mounted high-pressure pump to draw the fuel,
permitting continuous operation.
Fuel Feed Shutoff Valve
The APU fuel feed shutoff valve (SOV) is used to interrupt the supply of
fuel to the APU. The SOV is activated open by pushing in the PWR/FUEL
switch/light on the APU control panel. It is closed automatically by the
ECU when an APU fire is detected, or manually commanded closed when
the PWR/FUEL or APU FIRE PUSH switch/light is pressed.

Fuel Control Unit and Fuel Shutoff Solenoid
The APU fuel control unit (FCU) meters fuel under command of the ECU.
During the start sequence, the fuel shutoff solenoid, located between the
FCU and the fuel nozzles, is activated open by the ECU at 5% rpm. Fuel is
supplied in accordance with a schedule to accelerate the APU throughout
the start sequence. When the APU is stabilized at 100% rpm, fuel
scheduling is influenced by generator/bleed air demands and deviation
from either normal onspeed or EGT parameters.
During normal or automatic APU shutdown, a simulated overspeed signal
is generated to close the fuel solenoid SOV. Closing the SOV interrupts
the supply of fuel and the APU shuts down.

APU PUMP
FAIL START
SOV AVAIL
FAIL
PWR START /
FUEL STOP
TOTAL FUEL FUEL FUEL USED

12000 LBS 3900 LBS
0 LBS
P APU Fuel
Pump
P P
5 C
6000 LBS 6000 LBS
APU Fuel
Feed
APU Fuel
SOV 05 C 05 C
APU
PRM_03_005
LO PRESS LO PRESS
Figure 3.5 FUEL Synoptic Page – APU Fuel Feed

Start and Ignition
Description
The starting and ignition systems operate automatically during the APU
start sequence.
APU Start System
The APU start system consists of a DC starter motor and a series of relays
that are controlled by the ECU. The electrical power source is:
• ECU – battery bus (BATT BUS)
• Starter – APU battery direct bus (APU BATT DIR BUS)
During the start sequence the ECU schedules starter disengagement as a
function of altitude. For example, at sea level, the starter disengages at
approximately 46% rpm. During in-flight starts, starter cutout may occur
between 46% (below 8000 ft) and 60% (37,000 ft) rpm, as determined by
the ECU. The status message APU START is displayed on EICAS when
the starter is engaged.
The APU starter motor duty cycle is limited to no more than 3 starts or
start attempts in 1 hour.
In flight, an immediate restart (APU starter reenactment) can be initiated
upon APU rpm rolldown below 12%.
NOTE
A 2 minute delay must be observed between cranking

attempts to allow for cooling of starter and starter
contactor and for APU drainage.

High-Energy Ignition
The APU ignition system consists of a high-energy ignition unit and a
single igniter plug. The ignition system is energized during the APU start
cycle and is de-energized when the APU start sequence is complete.
Should a flameout occur during operation, the ignition unit will
automatically energize the igniter through the auto relight function of the
ECU.
PWR/FUEL Switch/Light
Initiates the APU prestart sequence.
PUMP FAIL Light – Indicates failed APU pump
SOV FAIL Light – Indicates failed APU fuel feed SOV.
APU PUMP
FAIL START
SOV AVAIL
FAIL
PWR START /
FUEL STOP
START/STOP Switch/Light
Press to start or stop APU.
PRM7_03_007
START Light – APU starter

motor engaged.
AVAIL Light – APU is available
for electrical loading.
Figure 3.6 APU Control Panel

APU Start Sequences
On Ground
NOTE
1. Both the APU and main battery are required to start
and operate the APU. The minimum battery voltage
for both is 22 VDC.
2. If the APU is rotating above 5% rpm (on ground) or

windmilling above 12% (in-flight) the ECU will inhibit
start.
When the APU PWR/FUEL switch/light is selected, the:

• APU SOV OPEN status message is displayed (APU ECU and APU
fuel pump activated)
• APU IN BITE status message is displayed until intake door is fully
open
• APU RPM and EGT gauges are displayed
• APU DOOR OPEN message displayed
When the APU START/STOP switch/light is pressed, the ECU:
• Energizes the starter motor, APU START status message appears on
the status page and the START light on the switch/light illuminates
• Fuel and ignition on at 5% rpm, APU start and acceleration
• 46 – 60% rpm (altitude dependant), ECU de-energizes the APU
starter motor, APU START status message is removed and the
switch/light START indication extinguishes
• At 95% rpm, ignition de-energized, APU SOV OPEN message
removed
• At 99% rpm + 2 seconds, the green AVAIL switch/light illuminates
NOTE
Illumination of the green AVAIL switch/light on the APU
control panel indicates that the APU is available for
electrical loading.
In-flight
NOTE
Maximum in-flight starting altitude of the APU is
37,000 ft.
The in-flight start sequence is essentially the same as the ground start
sequence except that the APU DOOR is not opened until the START/
STOP switch/light is selected. This change in switch/light logic prevents
potential windmilling of the APU.
During an in-flight start, the APU intake door position varies with APU rpm.
The door opening is limited at low working rpm to off load the APU
compressor. At APU rpm greater than 50%, the door is fully open.
APU Shutdown Sequence
Ground and In-flight
When the APU START/STOP switch/light is pressed:

• Green AVAIL switch/light extinguishes (APU GEN tripped OFF)
• APU fuel shutoff solenoid closes
• APU RPM and EGT decrease
• APU intake door closes when rpm decreases below 25% rpm
• EICAS parameter DOOR CLSD displayed
When the APU PWR/FUEL switch/light is pressed in, the:
• APU RPM and EGT gauges are removed from the status page after
approximately 10 seconds

Protective Shutdowns
The APU will automatically shut down under certain conditions. The level
of protection on the ground is greater than when airborne because the
APU may be operated unattended for extended periods.
In flight, during certain faults, the APU will not automatically shut down.
The APU FAULT caution message will be displayed but the APU will
continue to operate until 60 seconds after landing, then the APU control
logic reverts to the ground mode and APU protective shutdown occurs.
EICAS MSG/
OPERATING
SHUTDOWN CONDITION PARAMETER
MODE
DISPLAY
APU overspeed: APU rpm exceeds 106%. Ground/Flight APU overspeed
Loss of overspeed protection: Failure of a

combination of speed sensors or ECU
Ground/Flight APU FAULT (caution)
overspeed circuits that results in a loss of
both hardware overspeed channels.
Loss of speed sensor signals: Failure of

speed sensor channels 1 and 2.
APU door failed to open: Door failed to open

within 30 seconds of command.
APU door closed with APU operating: Door

APU FAULT (caution)
was open then closed without command Ground/Flight
DOOR CLSD
while the APU is operating.
ECU failure: Internal ECU failure. APU FAULT (caution)

Ground/Flight
[1] APU ECU FAIL
No APU rotation: APU start contactor

activated and speed < 5% within 12 seconds Ground/Flight APU FAULT (caution)
for warm oil or 50 seconds for cold oil.
No APU light-off: No light-off detected within

17 seconds after fuel solenoid is activated or Ground/Flight APU FAULT (caution)
APU speed is > 18% for 5 seconds.
Slow start: Start period timers expired. Ground/Flight APU FAULT (caution)
No acceleration: APU acceleration during

start is < 0.05%/second for 15 seconds.

EICAS MSG/
OPERATING
SHUTDOWN CONDITION PARAMETER
MODE
DISPLAY
Speed fallback: APU speed drops below 50%
after starter cutout.
Loss of DC power: Loss of BATT BUS and

BATT DIR BUS for more than 200 Ground/Flight APU FAULT (caution)
milliseconds.
Overtemperature: APU EGT exceeds limits. Ground/

APU overtemp
[2] Flight
Low oil pressure: Low oil pressure condition Ground/

APU FAULT (caution)
active for 15 seconds with APU operating. [2] Flight
Oil pressure switch failed: Cannot detect a Ground/

APU FAULT (caution)
low oil pressure condition. [2] Flight
High oil temperature: APU oil temperature Ground/

APU FAULT (caution)
exceeds 149°C (300°F) with APU operating. [2] Flight
Reverse flow: APU inlet temperature

Ground/
exceeds 176°C (350°F) for 5 seconds with APU FAULT (caution)
[2] Flight
the APU operating and the LCV open.
Underspeed: APU was operating and speed Ground/

APU FAULT (caution)
drops below 80% for 5 seconds. [2] Flight
Loss of EGT sensors: EGT sensor channels Ground/ APU FAULT (caution)
1 and 2 failed. [2] Flight EGT ---
Oil filter in impending bypass condition:

Impending bypass of the APU oil filter. For
ground operation, the fault results in an APU
Ground/
protective shutdown. In-flight, the shutdown APU FAULT (caution)
[2] Flight
is inhibited. When the aircraft is in takeoff
mode, the fault is delayed 60 seconds then
re-evaluated for ground or in-flight condition.
APU fire/emergency: A signal received by

the ECU from either the APU fire PBA, or the Ground/Flight APU FAULT (caution)
emergency shutdown switches.
[1] APU ECU FAIL will be displayed by the avionics system if the ECU is not able to
transmit ARINC data.
[2] APU shutdown is inhibited in-flight. 60 seconds after landing, the APU control logic
reverts to the ground mode and APU protective shutdown occurs.

Pneumatic Supply
Description
APU compressor bleed air is used to provide pneumatics for engine
starting and air conditioning. A one-way check valve and the control logic
of the air conditioning system controllers (ACSCs) prevents bleed air from
the manifold air from reverse flowing to the APU.

The APU pneumatic control system consists of two components, the load
control valve (LCV) and the surge control valve (SCV).
Load Control Valve Modulation/Bleed Air Loads
The pneumatic load on the APU is controlled by the ECU in response to

commands sent from the ACSCs. When the LCV is opened, a portion of
the APU’s compressor discharge air is diverted to the bleed air manifold.
The APU’s EGT increases in accordance with the bleed air demand.
Should EGT reach the limit, the ECU will reduce bleed flow by modulating
the LCV toward the closed position, to prevent EGT overtemperature.
Load Control Valve
The APU load control valve (LCV) is controlled by ECU and ACSC in
automatic mode. In manual mode the valve is controlled by two switches
on the BLEED Air control panel. Manual mode has priority over the
automatic function.
Surge Control Valve
The APU surge control valve (SCV) is automatically controlled by the

ECU. The SCV is commanded open when the APU is supplying electrical
loads at flight altitudes above 17,000 ft. This function reduces APU surge
potential when operating in an unloaded bleed air condition.
Bleed Air Protection
For additional information on APU bleed air protection refer to PRM

Chapter 19 – Pneumatics.

Bleed Air Availability
When in the essential (flight) mode, the ECU waits for 2 seconds after
99% rpm before sending out a pneumatic ready-to-load (RTL) signal. This
signal is generated by the APU ECU, and is sent to air conditioning
system controller (ACSC) via the ARINC data BUS. This pneumatic RTL
signal is removed if the APU LCV fails to OPEN.
Bleed Air Limitations
APU bleed air extraction is not permitted above 25,000 ft.
ECS
COCKPIT CABIN
22°c SELECTED 22°c
20°c ACTUAL 20°c
25°c 25°c
RAM
AIR
PACK 1 PACK 2
Bleed Air
Manifold
Pressure
54 54
PSI PSI
APU LCV
(open)
APU
APU CPAM PRESS CONT 1
C ALT 560 560 FT
PRM7_03_012
RATE 0 0 FPM
P 0.0 0.0 PSI
LDG ELEV 560 FT
Figure 3.7 ECS Synoptic Page – APU Indications

Description
The APU control panel provides control and system indications for the
APU.
During ground operations, remote shutoff switches located outside of the
flight deck can be used to shut down the APU during a ground emergency.
AC electrical power provided by the APU generator is controlled from the
ELECTRICAL POWER control panel. Bleed air services are controlled
from the BLEED AIR control panel when the system is operated in manual
mode.
APU system operation and fault presentation is provided on the EICAS
primary and status pages. The FUEL, ECS and AC ELECTRICAL synoptic
pages are used to monitor the APU system and services.
PWR/FUEL Switch/Light
Initiates the APU prestart sequence.
PUMP FAIL Light – Indicates failed APU pump
SOV FAIL Light – Indicates failed APU fuel feed SOV.
APU PUMP
FAIL START
SOV AVAIL
FAIL
PWR START /
FUEL STOP
START/STOP Switch/Light
Press to start or stop APU.
PRM7_03_007
START Light – APU starter

motor engaged.
AVAIL Light – APU is available
for electrical loading.

Control Panels/Switches
ELECTRICAL POWER BLEED AIR

WING A/I CROSS BLEED
DC BATTERY AC NORMAL
SERVICE MASTER FROM LEFT FROM RIGHT
AVAIL
OFF OFF IN USE
ON ON
IDG 1 AC POWER
P IDG 2 BLEED VALVES ISOL BLEED SOURCE
AUTO BOTH ENG
CLSD MANUAL OPEN
F AU
FAULT F AU
FAULT L R
ALTN ENG ENG
DISSCC
DISC DISSCC
DISC
SD
CLSD APU
AC ESS XFER
DISC DISC
GEN 1 APU GEN GEN 2
OFF / OFF / OFF /

RESET RESET RESET
AUT
AUTO
FAIL
AUT
AUTO
FAIL
AU
AUTO APU PUMP
FAIL START
AUTO
TO SOV
OFF XFER OFF FAIL AVAIL
PWR START /
FUEL STOP
Figure 3.9 Control Panels/Switches
APU Remote Shutoff Switches
The aircraft is equipped with two APU remote shutoff switches. One switch
is located on the external services panel. The second (pushbutton type)
shutoff switch is located inside the APU compartment.
APU Remote
Shutoff Switchs EXT AC CKPT CALL
PUSH PUSH
HDPH
AVAIL
CALL
IN USE
APU
PRM7_03_009
SHUT-OFF
BATT PKG BRK LAMP MIC
ON ON TEST
Figure 3.10 APU Remote Shutoff Switches

BLEED AIR Control Panel
The BLEED AIR control panel is used to manually select the APU as the
bleed air source. The APU LCV position is displayed on EICAS as a status
message and pictorially on the ECS synoptic page.
BLEED
BLEEDAIR
AIR
WING A/I
WING A/I CROSS
CROSS BLEED
BLEED
NORMAL
NORMAL
FROMLEFT
FROM LEFT FROM
FROM RIGHT
RIGHT
BLEED VALVES
BLEED VALVES ISOL
ISOL BLEED
BLEEDSOURCE
SOURCE
AUTO
AUTO BOTH ENG
BOTH ENG
CLSD
CLSD MANUAL
MANUAL OPEN
OPEN
L
L R
R
ENG
ENG ENG
ENG PRM7_03_010
CLSD
CLSD APU
APU
APU Manually Selected as Bleed Source
Figure 3.11 BLEED AIR Control Panel

ELECTRICAL POWER Control Panel
The ELECTRICAL POWER control panel is used to control the operation

of the APU generator.
ELECTRICAL POWER
DC BATTERY AC
SERVICE MASTER
AVAIL
OFF OFF IN USE
ON ON
IDG 1 AC POWER
P IDG 2
F AU
FAULT F AU
FAULT
ALTN
DISS C
DISC DISS C
DISC
AC ESS XFER
DISC DISC
GEN 1 APU GEN GEN 2
OFF / OFF / OFF /

RESET RESET RESET
AUTO
AUT AUTO
AUT AUTO
AU
FAIL FAIL
PRM7_03_011
AUTO
TO
OFF XFER OFF
Figure 3.12 ELECTRICAL POWER Control Panel

EICAS Status Page
Flight compartment indications of intake door position are displayed in the
lower left-hand corner of the EICAS status page.
APU
100 650
Exhaust Gas Temperature (EGT)
PRM_03_003
RPM EGT
RPM
DOOR OPEN
APU Door Position
Figure 3.13 Status Page – APU Indications

ECS Synoptic Page
The ECS synoptic page can be used to monitor the APU LCV.
ECS
COCKPIT CABIN
20°c ACTUAL 20°c
25°c 25°c
RAM
AIR
PACK 1 PACK 2
Bleed Air
Manifold
Pressure
54 54
PSI PSI
APU LCV
(open)
APU
APU CPAM PRESS CONT 1
C ALT 560 560 FT
PRM7_03_012
RATE 0 0 FPM
P 0.0 0.0 PSI
LDG ELEV 560 FT
Figure 3.14 ECS Synoptic Page

AC ELECTRICAL Synoptic Page
The AC ELECTRICAL synoptic page can be used to monitor the APU
generator.
AC ELECTRICAL
SERV BUS
BUS 1 BUS 2
ESS BUS
APU GEN
Output
0 KVA 18 KVA 0 KVA

0 V 115 V 0V
0 HZ 400 HZ 0 HZ
APU GEN
GEN GEN GEN
1 2
IDG1 IDG2
PRM7_03_013
APU
APU
Figure 3.15 AC ELECTRICAL Synoptic Page

FUEL Synoptic Page
APU pump and fuel SOV operation can be monitored on the FUEL
synoptic page.
APU PUMP
FAIL START
SOV AVAIL
FAIL
PWR START /
FUEL STOP

12000 LBS 3900 LBS
0 LBS
P APU Fuel
Pump
P P
5 C
6000 LBS 6000 LBS
APU Fuel
Feed
APU Fuel
SOV 05 C 05 C
APU
PRM_03_005
LO PRESS LO PRESS
Figure 3.16 FUEL Synoptic Page

EICAS Messages
The APU system messages are shown on the EICAS primary and status
pages. System messages, inhibits and aural warnings are listed in the
AURAL
WARNING
Fire or overheat detected in APU

APU FIRE Fire bell
enclosure.
APU OVERSPEED 2 APU RPM >106%. “APU”
APU EGT over temperature shutdown

APU OVERTEMP 2-3 “APU”
limit exceeded.
APU LCV OPEN 1-2-3 APU load control valve did not close.
APU LCV CLSD 1-2-3 APU load control valve did not open.
APU BLEED ON 1-2-3 APU supplying bleed air above 25,000 feet.
APU SOV FAIL 1-2-3 APU SOV not in commanded position.
APU SOV OPEN 1-2-3 APU fuel feed SOV not close after APU fire shutdown.
APU PUMP 1-2-3 APU fuel pump failed.
Any APU fault (excluding overspeed and

APU FAULT 1-2-3 overtemperature) that requires the APU to be shut
down.
APU ECU FAIL 1-2-3 APU ECU is inoperative and APU unable to start.
APU DOOR OPEN 1-2-3 APU door failed to close after APU shutdown.
MESSAGE LOGIC
APU SOV CLSD APU fuel feed SOV confirmed closed.
Figure 3.19 Advisory Message

MESSAGE LOGIC
APU SOV OPEN APU fuel feed SOV confirmed open.
Surge control valve failed. APU operation limited to 17,000 ft or

APU ALT LIMIT
less.
Loss of redundancy of APU system:

• Speed sensor 1 or 2 failed
• EGT sensor 1 or 2 failed
APU FAULT • Fuel solenoid valve failed open
• Fuel filter
• APU oil filter
• APU generator oil filter impending by-pass
APU IN BITE APU PWR/FUEL switch selected and inlet door not positioned.
APU LCV OPEN APU load control valve open.
APU START APU starter motor engaged.

PANEL NUMBER AND

CB LABEL ELECTRICAL POWER SOURCE
LOCATION
APU CONT BATTERY BUS CBP1-N7
APU DOOR ACT APU BATT DIR BUS CBP5-B1
APU ECU PRIM BATTERY BUS CBP5-C5
APU ECU SEC APU BATT DIR BUS CBP5-A6
APU FUEL PUMP BATTERY BUS CBP5-C6
APU FUEL SOV DC EMERGENCY CBP5-C3
Figure 3.21 Circuit Breakers – APU

TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
VHF Communication System . . . . . . . . . . . . . . . . . . . . . . 4-4
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
Radio Tuning Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
RTU Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Tuning Select Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
High-Frequency (HF) Radio . . . . . . . . . . . . . . . . . . . . . . 4-14
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
HF Receiver/Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
HF Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
HF Antenna Coupler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
HF Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
Selective Calling (SELCAL) System . . . . . . . . . . . . . . . 4-20
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
Passenger Address and Entertainment System . . . . . 4-22
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
PA Priority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
Speakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
Flight Attendant Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
Interphone Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24
Attendant Call Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
Passenger Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
Entertainment System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
Service Interphone System . . . . . . . . . . . . . . . . . . . . . . 4-28
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28
MECH/PUSH Switch/Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28
Copyright © Bombardier Inc. Communication

TABLE OF CONTENTS
Audio Integrating System . . . . . . . . . . . . . . . . . . . . . . . 4-30
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30
Audio Control Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
Hand Microphones/Headset Jack Plugs . . . . . . . . . . . . . . . . . . 4-36
Control Wheel R/T-I/C Switches. . . . . . . . . . . . . . . . . . . . . . . . . 4-36
FMS Radio Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-38
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-38
FMS TUNE INHIBIT Switch/Light. . . . . . . . . . . . . . . . . . . . . . . . 4-38
Cockpit Voice Recorder . . . . . . . . . . . . . . . . . . . . . . . . . 4-40
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-40
Recorder Independent Power Supply . . . . . . . . . . . . . . . . . . . . 4-40
Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-40
Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-41
Underwater Locator Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-41
Flight Data Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-42
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-42
Recorder Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-42
FDR EVENT Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44
EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-53
Communication Copyright © Bombardier Inc.

LIST OF FIGURES
Figure 4.1 RTU 2 – Top Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Figure 4.2 RTU 1 – Second Level Top Page . . . . . . . . . . . . . . . . . . . 4-8
Figure 4.3 RTU – COM 1 Main Page. . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Figure 4.4 RTU – COM 1 Preset Page . . . . . . . . . . . . . . . . . . . . . . 4-10
Figure 4.5 RTU 2 – Cross-Side Tuning . . . . . . . . . . . . . . . . . . . . . . 4-12
Figure 4.6 Tuning Select Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
Figure 4.7 HF System Components . . . . . . . . . . . . . . . . . . . . . . . . 4-15
Figure 4.8 RTU – HF Second Level Top Page . . . . . . . . . . . . . . . . 4-17
Figure 4.9 RTU – HF Main Page . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
Figure 4.10 RTU – HF Preset Page. . . . . . . . . . . . . . . . . . . . . . . . . . 4-19
Figure 4.11 Flight Attendant Handset . . . . . . . . . . . . . . . . . . . . . . . . 4-23
Figure 4.12 Interphone Control Panel . . . . . . . . . . . . . . . . . . . . . . . . 4-25
Figure 4.13 Passenger Service Unit . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
Figure 4.14 Entertainment System . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
Figure 4.15 Service Interphone System . . . . . . . . . . . . . . . . . . . . . . 4-29
Figure 4.16 Mechanic CALL Switch/Light . . . . . . . . . . . . . . . . . . . . . 4-29
Figure 4.17 Audio Integrating System . . . . . . . . . . . . . . . . . . . . . . . . 4-31
Figure 4.18 Audio Control Panel (ACP) . . . . . . . . . . . . . . . . . . . . . . . 4-35
Figure 4.19 Control Wheel R/T-I/C Switches . . . . . . . . . . . . . . . . . . . 4-36
Figure 4.21 FMS CDU – RADIO TUNING page . . . . . . . . . . . . . . . . 4-39
Figure 4.22 CVR Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-41
Figure 4.23 FDR EVENT Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . 4-43

LIST OF FIGURES
Figure 4.24 Audio Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44
Figure 4.25 Interphone Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . 4-45
Figure 4.26 Flight Attendant Handset and Cradle . . . . . . . . . . . . . . . 4-45
Figure 4.27 MECH CALL Switch/Light . . . . . . . . . . . . . . . . . . . . . . . . 4-46
Figure 4.28 Control Wheel R/T-I/C Switches . . . . . . . . . . . . . . . . . . . 4-46
Figure 4.29 RTU – Top Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-47
Figure 4.30 RTU – Second Level Top Page . . . . . . . . . . . . . . . . . . . 4-48
Figure 4.31 RTU – COM 1 Main Page . . . . . . . . . . . . . . . . . . . . . . . . 4-48
Figure 4.32 RTU – COM 1 Preset Page. . . . . . . . . . . . . . . . . . . . . . . 4-49
Figure 4.33 RTU – HF Second Level Top Page. . . . . . . . . . . . . . . . . 4-49
Figure 4.34 RTU – HF Main Page . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50
Figure 4.35 RTU – HF Preset Page . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50
Figure 4.36 FMS CDU – Radio Tuning Page . . . . . . . . . . . . . . . . . . . 4-51
Figure 4.38 CVR Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-52
Figure 4.39 FDR EVENT Pushbutton. . . . . . . . . . . . . . . . . . . . . . . . . 4-52
Figure 4.40 Advisory Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-53
Figure 4.42 Circuit Breakers – Communication . . . . . . . . . . . . . . . . . 4-54

COMMUNICATION

Introduction
Aircraft communication includes the systems that follow:
• VHF communication system
• HF communication system
• Selective calling (SELCAL) system
• Passenger address and entertainment system
• Service interphone system
• Audio integrating system
• FMS radio tuning
• Cockpit voice recorder (CVR)
• Flight data recorder (FDR)
VHF radio communication systems provide AM voice communication with
ground stations and other aircraft. Two radio tuning units are used to
frequency tune the radios. As a backup, the FMS can also be used to tune
the radios. The audio integrating system receives inputs from the radios
and the intercom/interphone systems. The system then provides audio
output to the flight crew speakers, headsets, passenger address system,
communication radios and recorders. All incoming, outgoing and internal
communications are recorded on the cockpit voice recorder. The radios
work with the audio integrating system to provide full two-way
communication. The audio control panels provide selection and control of
the audio outputs.
The optional HF communication systems provides long-range,
air-to- ground and air-to-air communications.
The optional SELCAL system permits ground stations equipped with
SELCAL tone transmitting equipment to call individual aircraft selectively
by means of a coded RF signal on the VHF communication systems.
When the SELCAL system receives the code, it sends a visual and oral
message to alert the flight crew.
The optional data communications system provides a message link
between the aircraft computers and ground service providers.

The passenger address system enables the pilots and flight attendants to
address passengers through speakers located throughout the cabin and in
the lavatory.
The announcement and boarding music system provides voice messages
and music through the passenger address system.
The service interphone system provides intercommunication between
various service and maintenance areas and the flight deck. The service
interphone and passenger address systems are interconnected. Switches
located on the interphone control panel in the flight deck centre pedestal,
access the external maintenance interphone stations and flight attendant’s
handsets.
The flight crew intercom system permits communications between stations
within the aircraft, selection and monitoring of audio on the
communications and navigation receivers, and selection for transmission
on the communications transceivers. The flight crew can select and
monitor the audio output of one or more communications transceivers and
navigation receivers.
Individual speakers, installed above the pilot and copilot, are used to
monitor audio selected at the audio control panels. Hand microphone
jacks are installed at the rear of each control column. Headset jacks are
installed below the pilot and copilot side consoles and on the right side of
the observer station.
The audio integrating system receives inputs from various radio sources
and from internally generated audio systems. The system then provides
audio outputs to the flight crew speakers, headsets, passenger address
system, communication radios and to the cockpit voice recorder (CVR). All
incoming, outgoing and internal communications are recorded on the
CVR.

VHF Communication System
Description
Two VHF radio communication systems (VHF COM 1 and VHF COM 2)
provide AM voice communications with ground stations and other aircraft.
The radios work with the audio integrating system to provide full two-way
communication. The audio control panels (ACPs) provide selection and
control of the audio outputs.
An optional third (VHF COM 3) system provides a backup to VHF COM 1
and VHF COM 2 and can also be used as a data link.
Transceiver tuning range is 118.000 to 136.975 MHz. Frequency tuning
and mode selection is done by two primary radio tuning units (RTUs).
Frequency tuning can also be carried out from the FMS CDU through
selection on the tuning select panel.
Radio Tuning Units
The radio tuning units (RTU 1 and RTU 2) provide centralized control and
display for the:
• VHF communication radios
• VHF navigation radios
• ADF radios
• ATC transponders
• TCAS
• Optional VHF 3 radio
• Optional HF radio(s)
There are no ON/OFF switches. The communication and navigational
systems are automatically energized when electrical power is applied to
the aircraft.
The RTUs and radio systems have an onside relationship. RTU 1 monitors
and controls COM 1 and RTU 2 monitors and controls COM 2. In the
event of a failure of both RTUs, frequency tuning for VHF COM 1 and
NAV 1 radios can be done by the FMS control display unit (CDU).

Radio information is presented on different levels of the RTUs. The top
level page displays the overall status of all radios and allows the operator
to make frequency changes. A COM main page provides the means to
change frequencies, codes and operating modes. The preset pages allow
for preset programming and tune mode selection.
Brightness (BRT) Knob

The BRT knobs in conjunction with the DSPL control knob adjust the RTU
lighting intensity. The BRT knobs set the minimum intensity on each RTU
and the DSPL knob adjusts the final viewing intensity of both RTUs.
Line Keys
The line keys are used to select control of individual radio frequencies,
presets, codes, and modes. The tune window is shown around the value
selected for control.
Tuning Window
The tuning window surrounds (“boxes”) the frequency, preset or code
selected for control. The tuning knobs are then used to change values
shown inside the tuning window. The default position for the tuning window
is around the COM recall (top right) frequency on the top level page.
Frequency Select (Tuning) Knobs

The frequency select (tuning) knobs are used to set the value shown in the
tuning window. When a frequency, code or mode is shown (“boxed”) in the
tuning window, the large (outer) knob controls the most significant digits
and the small (inner) knob controls the least significant digits
IDENT Button
The IDENT button is active only for the RTU that is controlling the selected
transponder. Pushing the IDENT button causes a special identification
pattern to appear on the ground controller’s radar screen. Push IDENT
button only when requested to “squawk IDENT” by the ground controller.
“ID” shows below the ATC code line for approximately 15 seconds after
this button is pushed.

DME Hold (DME-H) Button
The DME-H button is used to hold the currently tuned DME frequency.
When DME hold is active, the DME hold frequency is shown in green
followed by an amber “H” on the top level page, NAV main display page
and preset page.
1/2 (Cross-side Tuning) Function Key

To select control of the cross-side system, the 1/2 function key on the
onside RTU is depressed. When selected, cross-side labels are shown in
amber. When both RTUs attempt to command the same system
simultaneously, the pilot’s RTU takes precedence.
If an RTU has failed, selection of the 1/2 function key shows the cross-side
radio tuning inoperative page. This page can be cleared by again
depressing the 1/2 function key or any line select key. To tune the
cross-side systems with a failed RTU (reversionary tuning mode), the
failed RTU must be inhibited.
RTU Displays
The RTU display structure has three tiers:

• Top level pages
• Main pages, and
• Preset pages
Top Page and Second Level Top Page

The top page is shown at power-up and when no RTU control has been
selected for a period of time.
The top page normally displays COM, NAV, ATC transponder, TCAS and
ADF.
The second level top page shows displays for all radios not shown on the
top page.
RTU 1 second level top page includes ADF 1 and can also display:
• Optional VHF COM 3 radio, and/or
• Optional HF radio

RTU 2 second level top page includes ADF 2 and can also display:
• Optional HF radio
Tuning Window BRT IDENT DME-H

Surrounds (”boxes”) Used alone or in (ATC Identification) (DME Hold)
frequency, preset or code conjunction with Used to transmit an Used to hold the
selected for control. aircraft’s master ATC identification currently tuned
Default position is COM brightness control pulse. DME frequency.
recall (top right) frequency to achieve desired
on top level page. display brightness.
BRT
ID
IDENT
COM2
118.700 119.900
DME-H
NAV2
116.30 110.50
ATC1 TCAS 1/2
1600 RPLY TA/RA
REL
CRJ1000A
NEXT PAGE ADF1 326.0
Line Select Keys Frequency Select 1/2

Provides control of Tuning Knob (Cross-side Tuning)
individual radio Used to set the value 1/2 function key on the on-side
frequencies, presets, shown in tuning window. RTU is depressed to select
codes and modes. When a frequency, code control of the cross-side
Tuning window is or mode is shown in the system. If a RTU has failed,
shown around the tuning window, the large selection of 1/2 function key
value selected for knob controls the most shows cross-side radio tuning
control. significant digits and the inoperative page. Page can be
small knob controls the cleared by again depressing
least significant digits. 1/2 function key or any line
PRM1_04_024
select key. To tune the

cross-side systems with a
failed RTU (revisionary tuning
mode), the failed RTU must
first be shut off.
Figure 4.1 RTU 2 – Top Page

BRT
IDENT
ID
HF
12.2330 2.0000
SQ3 UV UV
COM 3 DME-H COM 3
COM3
Active Preset
Line Key 118.00 118.00 Line Key
ADF1 1/2
248.0 301.0 ADF Preset
ADF Active Line Key
Line Key
RETURN
PRM1_04_031
Figure 4.2 RTU 1 – Second Level Top Page

RTU – Main Pages
The main pages are dedicated to a single navigation or communication
system. Main pages for the navigation radios, ADF radios, ATC
transponders and TCAS are covered in the Navigation chapter.
Main pages are accessed from the top page. Information shown on the top
page for each individual radio is also shown on the main page, along with
additional controls.
The individual main pages also provide access to the preset pages.
To return to the top page from a main page, press the RETURN line key.
BRT
IDENT
ID
COM1
119.900 130.220
DME-H
SQUELCH
ON OFF
1/2
PRESET TEST
PAGE
RETURN
PRM1_04_029
Figure 4.3 RTU – COM 1 Main Page

Preset Pages
The RTU preset pages are accessed by pressing the PRESET PAGE line
key on the desired radio's main page. Active frequencies, presets, and
mode annunicators are shown on the preset pages, along with controls for
preset programming and tune mode selection.
Presets are normally available for each of the COM, NAV, ADF and
optional HF radios.
To return to the main page from a preset page, press the RETURN line
key on the preset page.
BRT
IDENT
ID
COM1
1 119.900 130.220 2 Preset
Preset Line Keys
DME-H
Line Keys
3 118.000 118.000 4
1/2
Tune Mode TUNE MODE PAGE
Line Key FREQ PRESET 1
Preset Page
Return ACTIVE Line Key
RETURN 119.900
PRM1_04_030
Line Key
COM 1
Active
Display
Figure 4.4 RTU – COM 1 Preset Page

Frequency Selection
The COM and NAV data fields are capable of displaying three distinct
frequency presentation modes: preset, active and recall.
The left side of the COM field displays the active frequency. Active
frequencies are presented in green. The right side of the field is capable of
presenting the preset or recall frequencies.
Preset mode allows the pilot to store and display a new frequency within
the RTU without activating it.
Active mode is the frequency that is currently in use.
Recall mode is the last active frequency used.
When presetting a new frequency, the right line key associated with the
communication radio is pressed and a white tune window appears on the
right side of the field.
The frequency select knobs are used to change the digital readout inside
the tune window.
When the right line key is pressed again the preset frequency transfers to
the active field.
The tune window does not stay in the selected position. Twenty seconds
after moving the tune window to the new position and when no new entries
are made, the tune window defaults to the upper right position of the RTU.
Squelch Selection
On the COM main page, the line keys can be used to change the radio
frequency or squelch setting. The cyan active setting is presented as the
largest of the fonts.
SQUELCH ON is the default setting. To select SQUELCH OFF the
associated line key is pressed.
With the SQUELCH selected OFF, the SQ OFF message is present on the
top page to remind the pilot of the new mode of operation.
A RETURN line key allows the pilot to return to the top page.
With the main page in view the RTU automatically returns to the top page
if no entries are made on the main page within 20 seconds.

Cross-Side Tuning
As previously stated the RTUs are normally set up to operate in the onside
configuration. RTU 1 controls the no. 1 radios; RTU 2 controls the no. 2
radios.
Cross-side operation allows a pilot to reproduce data from the other pilot’s
radios and present that data on their own RTU. The 1/2 key enables the
cross-side configuration.
For example, when the copilot’s 1/2 key is pressed, RTU 2 top page
presentation is changed to display the no. 1 system data. Cross-side RTU
information is labelled amber.
When cross-side information is presented, the cross-side radio
frequencies and main page settings can be changed.
When the cross-side function is completed, pushing the 1/2 switch returns
the RTU to the normal onside display.
BRT
IDENT
ID
COM1
119.900 130.220
DME-H
NAV1
110.15 108.40
ATC1 TCAS 1/2
4126 RPLY TA/RA 1/2
REL Allows
CRJ1000A crosstuning
NEXT PAGE ADF1 195.5 of RTUs.
PRM1_04_028
Figure 4.5 RTU 2 – Cross-Side Tuning

Tuning Select Panel
The RTUs control and monitor the frequency and operating modes of the
aircraft radio systems. If an RTU fails, the tuning select panel TUNE
INHIBIT switch/lights are used to disable the failed RTU. Cross-side tuning
can then be accessed by using the 1/2 cross-side key on the serviceable
RTU. Switching back and forth with the 1/2 key is required to display all of
the radios. When both RTUs fail, the displays go blank and cross-side
tuning becomes inoperative.
Under normal conditions the tuning select panel is in standby mode. In the
event of a failure of both RTUs, selecting the appropriate switch/lights on
the tuning select panel will allow alternate radio tuning to be done by the
FMS CDU(s).
ATC Selector
The ATC transponder associated with
each RTU can be selected (1 or 2), or
both can be on standby (STBY).
TUNE INHIBIT STBY

1 - RTU - 2 FMS TUNE
1 2
RTU 1 RTU 2 FMS
TUNE
INHIB INHIB INHIB
ATC SEL
RTU INHIBIT 1 and 2 Switch/Light FMS TUNE INHIBIT Switch/Light

PRM279_04_014
Used to disable a failed radio tuning Used to disable the FMS radio tuning.
unit and enable cross-side tuning. FMS TUNE INHIB – Comes on when
RTU 1 or 2 INHIBIT – Light comes on the FMS radio tuning is disabled.
to indicate that the radio tuning unit is
disabled.
Figure 4.6 Tuning Select Panel

High-Frequency (HF) Radio
Description
The optional Collins HF communication system provides long-range, air
to-ground and air-to-air communications. Each HF system installation
consists of a transceiver, antenna couple, and a single antenna that is
used by both systems. If only one HF radio in installed the system is tuned
and controlled by RTU 2. If two HF radio systems are installed, HF 1 is
tuned and controlled by RTU 1 and HF 2 is turned and controlled by
RTU 2. The antenna is an integral part of the leading edge of the vertical
stabilizer.
The HF system provides amplitude modulation (AM) and single sideband
(SSB) voice communications at a frequency range of 2 to 30 MHz. There
are 280,000 communication channels (tuned at 100 Hz steps), and 20
programmable preset channels.

HF operation is in simplex or half-duplex modes using the following three
types of modulation:
• LV (lower voice single sideband)
• UV (upper voice single sideband
• AM (amplitude modulation)
In SIMPLEX mode the radio transmits and receives on the same
frequency. SIMPLEX is the most common transmission/reception mode.
The half-DUPLEX mode is similar to using a cellular phone. It transmits on
one frequency but receives on another. It is used to relay radio signals
between stations or communicate with marine facilities.
Each HF system includes:
• A receiver/transmitter (R/T)
• An antenna, and
• An antenna coupler

HF Receiver/Transmitter
The receiver/transmitter (R/T) is installed in the left side of the belly fairing.
The R/T controls all functions associated with signal transmission and
reception, power generation and fault detection.
HF Antenna
The HF antenna is an integral part of the leading edge of the vertical

stabilizer. The antenna is connected to the antenna coupler via an RF
strap. High voltage and currents are present in this area during HF
transmission.
HF Antenna Coupler
The HF antenna coupler is mounted on the lower leading edge of the

vertical stabilizer. The coupler tunes the system by matching the
impedance of the antenna to the transmitter.
The coupler tunes to a new frequency when the HF PTT (push-to-talk)
switch is momentarily pushed. The tune cycle for a previously tuned
frequency is approximately 30 milliseconds. The tune cycle for a new
frequency is nominally less than 1 second, or 6 seconds maximum.
A steady 1000 Hz tone is applied to the headsets as the coupler tunes.
The 1000 Hz tone stops and the receiver background noise is heard in the
headsets when the coupler is tuned. The tuning data for a new frequency,
up to a maximum of 50 frequencies, is retained in the microprocessor
memory and used the next time that frequency is selected.
Antenna
PRM7_04_016
Transmitter/Recievers
Antenna Coupler
Figure 4.7 HF System Components

HF Control
The HF radio is controlled from the RTU(s). Frequency, channel and mode
selections are accomplished by using line keys and frequency selector
knobs.
HF information is presented on the following RTU pages:
• Second level top page
• HF main page
• HF preset page
RTU – HF Second Level Top Page

HF data is presented and accessed on the second level of the RTU top
page. The active frequency is displayed in green. When the HF line key is
pressed the tuning window moves to the SQ selection. The selected mode
is visually represented in the white box. The inner knob changes the
squelch level from 0 to 3.
One clockwise click of the outer knob moves the tuning window down onto
the digital readout and allows the frequency to be changed with the knobs.
When all the digits for the new frequency are selected, one clockwise click
of the outer knob moves the tuning window down to the mode selector. In
this position the UV, LV or AM mode can be selected.
With the tuning window at the HF line, pressing the line key a second time
accesses the HF main page.

HF COM Active
Active Display Operating Mode
BRT
Active
Line Key IDENT
ID
HF Preset
Squelch 12.2330 2.0000 Line Key
Level SQ3 UV UV
DME-H
Display COM3
118.00 118.00
ADF1 1/2
248.0 301.0
RETURN
PRM1_04_027
Figure 4.8 RTU – HF Second Level Top Page

RTU – HF Main Page
The active and preset frequencies, squelch setting and operating modes
are displayed at the top of the main page.
The POWER line key changes the HF transmit power level. The power
level changes as the key is pressed. Maximum power output is 175 watts.
The SIMPLEX/DUPLEX line key allows selection of the SIMPLEX or
half-DUPLEX mode of operation. SIMPLEX is the default setting.
The TEST line key is used to initiate the HF self-test. When the HF test is
active, no HF settings may be changed until the test is complete
(approximately 40 seconds).
Pressing the PRESET PAGE line key displays the preset page.
HF COM Active
BRT
Active
Line Key IDENT
ID
HF Preset
Level SQ3 UV UV
DME-H
Display POWER SIMPLEX Simplex/
Power LO MED HI DUPLEX Duplex
Line Key 1/2
Line Key
PRESET TEST
Preset Page PAGE Test
Line Key Line Key
RETURN
PRM1_04_026
Return
Line Key
Figure 4.9 RTU – HF Main Page

RTU – HF Preset Page
The HF preset page is the third level of the RTU display.
The preset page can display 3 of the 20 preset channels at any one time.
Scrolling through the list of the preset channels is accomplished with the
PAGE line key.
The TUNE MODE line key sets the radio to FREQ, PRESET or EMER
mode of operation:
• In FREQ mode, the actual frequency can be set
• In PRESET mode, 20 preset channels are available
• In EMER mode 1 of 6 emergency channels can be selected
Like on the main page, the SIMPLEX/DUPLEX line key allows selection of
the SIMPLEX or half-DUPLEX mode of operation.
The ACTIVE frequency, squelch setting and operating mode is displayed
at the bottom of the preset page.
Duplex Transmit Duplex Receive

Frequency Display Frequency Display
BRT
IDENT
ID
HF Preset
R 2.0000 Line Key
1 12.2330 2
T 2.0000
Preset UV UV DME-H
Line Keys SIMPLEX
3 2.0000 DUPLEX Simplex/
UV Duplex
1/2
Tune Mode TUNE MODE PAGE Line Key
EMER Preset Page
Line Key RETURN 12.2330
SQ3 UV
PRM1_04_025
HF Active
Display
Squelch Active
Level Display Operating Mode
Figure 4.10 RTU – HF Preset Page

Selective Calling (SELCAL) System
Description
The optional selective calling (SELCAL) system permits ground stations
equipped with SELCAL tone transmitting equipment to call individual
aircraft selectively by means of a coded RF signal on the VHF or optional
HF communications systems. When the SELCAL system receives the
code, it sends both a visual and voice message to alert the flight crew.
This eliminates the necessity of continuously monitoring routine radio
signals.

The SELCAL decoder is located in the forward avionics bay. It is a
5 channel, 16 tone decoder that receives VHF or optional HF
communication systems transmissions. The decoder has independent
inputs for up to five radio sources to drive five decoder channels. Any of
the available VHF and HF communication systems can be used for
SELCAL monitoring. The SELCAL code is a four-letter code assigned to
each aircraft and is represented by a combination of audio tone signals.
The normal operation of the SELCAL system is to tune one of the VHF or
HF radios to a pre-assigned SELCAL frequency. When ATC contacts the
flight crew, the ground communication equipment sends a SELCAL code
on this frequency. When the SELCAL signal is received by the VHF or HF
it is redirected to the decoder. The decoder then sends a signal to the
EICAS and audio integrating system.
A green advisory message (SELCAL VHF 1, SELCAL VHF 2, SELCAL
VHF 3 or SELCAL HF) will be displayed on the EICAS status page and a
SELCAL oral message will be heard through the speakers and headsets.
Pressing the PTT switch for the VHF or HF radio that received the call
resets the channel decoder and EICAS advisory message.


Passenger Address and Entertainment System
Description
The passenger address (PA) system is used to broadcast information from
the flight deck, flight attendant station or the optional passenger
entertainment and prerecorded announcement system.
The PA system:
• Supplies the logic for the chimes and lights associated with the flight
attendant, passenger and flight deck calls
• Enables the pilots and flight attendant to address the passengers
through speakers located throughout the cabin
PA Priority
The PA is programmed to respond to priority logic. The pilots are first in

the order of priority. All other PA transmissions are overridden when the
pilot pushes the PA switch on the intercom control unit. The flight
attendant is next in the order of priority. The flight attendant can interrupt
the optional entertainment system by using the PA switch on the flight
attendant control panel.
Speakers
The speakers are installed in the passenger service units (PSUs) above
the passenger seats in the cabin. Additional speakers are provided in the
lavatory and galley. PA volume is adjusted automatically for aircraft
background noise. The PA output is at full volume when an engine or the
APU is running.

Flight Attendant Handset
The communication handset is installed at the forward flight attendant
position to the left of the passenger door. The handset allows audio
communication with the flight deck and within the passenger cabin. An
additional aft flight attendant handset is located in the rear of the cabin.
To make a PA announcement:
• Remove handset from the switch hook
• Select the PA switch
• Press and hold the handset PTT switch
To communicate with the flight deck:
• Remove handset from the switch hook
• Press the FLT or EMG switch/light
Pressing the FLT or EMG switch/light illuminates the associated CALL or
EMER switch/lights on the pilots ICU panel and sounds the high-low
chime. When the pilots select PA on the ACP rotary transmit switch, two-
way communication is established between the flight attendant and the
pilot.
Attendant-to-
attendant call (ATT)
switch/light (green)
Attendant’s
public address (PA)
PTT Switch
P ATT FLT PA EMG
T
T
Emergency call
(EMG) switch/light
(amber)
PRM279_04_005
ATT FLT
T PA EMG
Flight crew call
(FLT) switch/light
(green)
Figure 4.11 Flight Attendant Handset

Interphone Control Panel
The interphone control panel is located on the center pedestal. It has four
momentary-action switch/lights: PA, CHIME, CALL, and EMER.
When any switch/light is pressed the corresponding mode is selected.
Only one mode can be active at any one time, selecting another mode
deactivates the previous mode.
PA
The PA switch/light is used to make PA announcements to the cabin. The
pilot has priority over all other PA announcements.
To make an announcement, the pilot must:
• Select the ACP transmit switch to PA
• Press the PA switch/light
• Use either the radio transmit (R/T) switch on the control wheel, the
ACP R/T switch or the handheld microphone to transmit
When in use, the PA switch/light is illuminated green on the interphone
control unit and on the cabin attendants handset cradle unit.
After the announcement, moving the ACP transmit switch from the PA
position resets the PA switch/light and reconfigures the ACP to interphone
or radio communication.
CHIME
The CHIME switch/light sounds a high/low chime in the cabin. There is no
light in the CHIME switch/light nor does a light illuminate in the cabin.
Some CRJ operators use the chime signal to advise the flight attendant to
complete the preparations for takeoff or landing.
CALL
The call function is the normal method used to communicate between
compartments. When selected, the CALL switch/light illuminates green
and a high-low chime sounds. In the passenger cabin, a red light
illuminates on the midcabin overhead exit sign and at the flight attendant
handset cradle, the FLT light illuminates green.

EMER
The EMER switch/light is used to notify the flight attendant of an in-flight
emergency. When selected, the EMER switch/light flashes amber and a
high-low chime sounds. In the passenger cabin, the amber EMG light at
both flight attendant stations, flashes on the handset cradles and a red
light flashes on the midcabin overhead exit sign.
PA CHIME CALL EMER
Figure 4.12 Interphone Control Panel

Attendant Call Button
An attendant call button is provided for the passengers on the overhead
passenger service units (PSUs).
When a passenger presses the attendant call button:
• The cabin speakers emit a high tone chime
• A green light illuminates on the associated PSU
• A light flashes on the midcabin overhead exit sign
Passenger Signs
When the NO SMKG or SEAT BLTS switch in the flight deck is selected
ON, the cabin speaker sounds a low tone chime. The no smoking and seat
belt signs are illuminated throughout the passenger cabin.
PRM279_04_032
Figure 4.13 Passenger Service Unit

Entertainment System
An optional passenger entertainment system can be installed at the
forward flight attendant station. The tape player supplies passenger
boarding music and allows up to 16 prerecorded announcements to be
played over the PA system.
A
PRM279_04_006
B Briefing Unit
Figure 4.14 Entertainment System

Service Interphone System
Description
The service interphone system provides communication between the flight
deck and various service and maintenance areas. During ground
operations, the service interphone system allows the flight crew to talk to
maintenance personnel at the following locations:
• Avionics bay
• Aft equipment bay
• External services panel
• Refuel/defuel control panel
NOTE
When either pilots ACP rotary transmit switch is

positioned to INT/SVC, any intercom transmission
made on hot mike is heard at all interior and exterior
interphone units.
MECH/PUSH Switch/Light
A call function is provided between the flight deck and the external
services panel. The circuit consists of a CKPT CALL switch/light on the
external services panel and a MECH/PUSH switch/light on the upper
center pedestal.
When either switch/light is pressed, both lights illuminate and a two-tone
chime sounds in the aircraft. The lights remain on for 30 seconds then
extinguish.

B
A
B B
C
EXT AC CKPT CALL
PUSH PUSH
HDPH MIC HDPH
AVAIL
CALL
IN USE
APU
SHUT-OFF
ON ON TEST
A B
Maintenance
PRM7_04_007
Audio Electronics
Control Unit Interphone
Unit C
External Services
Panel
Figure 4.15 Service Interphone System
MECH/PUSH
Press to call mechanic.
CALL - Illuminates to
indicate a call request
has been made.
GRND PROX
TERRAIN FLAP MECH
OF F
OFF O V RD
OVRD CALL
PRM279_04_008
PUSH
Figure 4.16 Mechanic CALL Switch/Light

Audio Integrating System
Description
The audio integrating system provides the interface between crew
microphones, speakers, headphones, aircraft radios and recording
systems. The audio integrating system receives inputs from various radio
sources and from internally generated audio. The system then provides
audio output to the flight crew speakers, headsets, PA system,
communication radios and cockpit voice recorder.

15 VDC
1 - VHF - 2 VHF 3 HF INT/SVC
Pilot SPKR
Emer
1 - DME - 2 1 - ADF - 2
PA
1 - NAV - 2 1 - MKR - 2
PTT
Copilot SPKR
/T
R/T VOICE SPKR ASK
MASK MER
EMER
Data
I/C H
BOTH M
BOOM NORM
ORM
Clock
Audio Control Panel
HDPH/MIC
Audio Avionics
Compartment
Aft Equip
Compartment
E DN
External
NOS
UP
NO
SE
AP
Service Panel
SC
R/T PTT IC
I/C
SY
OFF
NC
Refuel Panel
R/T
Audio
Unit Key
MIC/PTT (AECU) FDR
MIC/HDPH Audio
CVR
COMM
RX/TX
Cabin Chime
NAV Audio Out
RX
PA PTT
PA MIC
PA
PACIS Select
DCUs
PRM279_04_001
Aural
Warnings ATT IN
EGPWS
Figure 4.17 Audio Integrating System

The audio integrating system components include:
• Three audio control panels
• Two loudspeakers
• Three headphones with boom microphones
• Oxygen mask microphones
• Headset jacks
• Two hand microphones
• Two three-position control wheel push-to-talk (PTT) switches
• Two CALL switch/lights
• Flight attendants handset(s)
• Maintenance interphone units
Audio Control Panels
Three audio control panels (ACPs) are located on the center pedestal. The
ACPs allow the pilots and observer to monitor the navigation radios and
monitor and transmit on the VHF and optional HF communication radios,
the PA system and internal and external intercom systems.
Receiver controls and volume adjustment for the intercom and radios are
provided at each ACP. The output from each ACP is directed to the
associated headset jacks and speaker.
Although the three ACPs are interchangeable, the observer panel does
not have all the same operative features as the pilot and copilot panels.
Receive Switches
Receive switches can be pressed in to monitor the respective
communication or navigation radios. The switches are internally
illuminated when selected. The volume of each communication or
navigation radio is increased by turning the associated receive switch
clockwise. Any number of audio sources can be monitored at the same
time. To deselect the audio output, press out the receive switch for the
appropriate radio.

Transmit Switch
Radio, intercom or public address transmissions are controlled by the
transmit switch. When selected to a position, the select switch connects
the microphone output to the selected communication radio, INT/SVC
intercom or PA system.
The transmit switch provides an automatic listening feature. This feature
allows the pilot to monitor the selected audio source without having to
select the associated receive switch.
R/T-I/C Switch
The radio transmit (R/T) – intercom (I/C) switch is a three-position switch
that is used to transmit on the radios or PA system.
When held in the R/T position, it acts as a push-to-talk (PTT) switch for the
headset boom microphone or the oxygen mask microphone. When
released, the switch is spring-loaded back to the center OFF position.
The I/C position is a latched position and provides hot mike operation of
the interphone. When the switch is positioned to I/C, any intercom
transmission made on hot mike is heard at all interior and exterior
interphone units.
VOICE/BOTH Switch
The VOICE/BOTH switch allows the pilot to separate the audio when
monitoring the simulcast audio of a radio transmission. When BOTH is
selected, the station morse code identifier and voice message are audible.
When the switch is selected to VOICE, the VOR, ILS or ADF station morse
code identifier is filtered out, allowing only the voice signal to be audible.

Flight Deck Speaker Switch
The ACP SPKR switch controls the audio output of the associated
overhead speaker. There are two speakers on the flight deck. The pilots
ACP SPKR switch controls the output for the pilots overhead speaker; the
copilots ACP SPKR switch controls the copilots overhead speaker.
The SPKR switch is both a selector and a volume control knob. When
pressed in, the audio from all the selected receive switches is heard on the
overhead speaker. Turning the SPKR switch adjusts the associated
speaker volume.
There is no speaker associated with the observer position; therefore, the
observers ACP speaker switch is inoperative.
MASK/BOOM Switch
The MASK/BOOM switch on the ACP controls the oxygen masks
microphone. Normally the switch is left at BOOM which activates the boom
mike on the associated headset and deactivates the MASK microphone.
When the oxygen mask is used, the switch must be selected to MASK to
activate the internal mask microphone. When MASK is selected, the
BOOM microphone is deactivated.
EMER/NORM Switch
The EMER/NORM switch is a two-position latching switch that is usually
selected to the NORM position. The EMER position is used only when a
failure of the audio integrating system occurs.
When the pilots audio control panels EMER/NORM switch is set to the
EMER position, the electronic circuits of the audio integrating system are
bypassed, rendering most ACP services inoperative. However, the pilot
headset is connected directly to NAV 1 to monitor the navigation radio and
to VHF 1 to maintain radio communication. The aural warning system
remains operable.
When the copilot audio control panels EMER/NORM switch is set to
EMER all ACP services are lost with the exception of NAV 2, VHF 2 and
the audio warning system.
The EMER/NORM switch is disabled at the observers station.

Receive Pushbutton Switches

Press to monitor respective
navigation or communication
system. Press again to deselect. Transmit Switch
Switches are lit when pressed. Any Selects desired communications
number of audio sources can be system and energizes channel.
monitored at the same time. Rotate Only one channel at a time may
clockwise to increase volume. be selected.
EMER / NORM
(Lever-locked)
NORM – Normal
functions.
EMER – Bypasses audio
electronics control unit.
1 - DME - 2 1 - ADF - 2
Pilot has two-way
PA communication on VHF 1,
audio on NAV 1 and aural
1 - NAV - 2 1 - MKR - 2
warnings. Copilot has
two-way communication
on VHF 2, audio on NAV 2
and aural warnings.
R/T
/T VOICE SPKR MASK
ASK EMER
MER
Observer has aural
warnings only.
I/C BOTH
H BOOM
M NORM
ORM
Note: Inoperative at
observer’s audio control
panel.
Radio Transmit (RT) VOICE/BOTH
Intercom (IC) VOICE – Station
Used to transmit on identification is SPKR MASK/BOOM
radios or passenger filtered out allowing Press to select MASK – Oxygen
address system. only voice signals and deselect mask microphone
RT – When held, permits to be audible. audio on the flight of respective
communication using BOTH – Station compartment station is active.
headset or oxygen mask identification and speakers. Rotate
BOOM – Boom
PRM279_04_002
microphones. voice signals are to adjust volume.

microphone of
IC – Provides hot mic audible. Note:Inoperative respective station
talk through interphone at observer’s is active.
system. audio control
panel.
Figure 4.18 Audio Control Panel (ACP)

Hand Microphones/Headset Jack Plugs
Hand microphones are mounted on the control columns at each of the
pilots stations. Jack panels are available at the three flight deck positions
to connect the headsets to the audio integration system.
Control Wheel R/T-I/C Switches
The pilot and copilot control wheels are equipped with radio transmit/
intercom (R/T-I/C) switches. The function and operation of the control
wheel switch is similar to the R/T-I/C switch on the ACP.
The switch, when held in the R/T position, activates the BOOM or MASK
microphone. When the R/T switch is released it is spring-loaded back to
the center off position. The I/C is a latched position. I/C provides hot mike
operation of the intercom system.
The observer has a PTT switch that is similar in operation but not in
appearance. It is located near the forward wardrobe unit.
E DN
NOS
UP
NO
SE
AP
SC
Radio Transmit (RT)

Intercom (IC) I/C
SY
Used to transmit on radios or OFF

NC
R/T
passenger address system.
RT – When held, permits
communication using headset
or oxygen mask microphones.
IC – Provides hot mic talk
through interphone system.
PRM279_04_003
Copilot’s Control Wheel

(Pilot’s opposite)
Figure 4.19 Control Wheel R/T-I/C Switches


FMS Radio Tuning
Description
The integrated avionics processing system (IAPS) integrates control of the
COM, NAV and ADF radio with the flight management system (FMS).

When FMS navigation is in use and AUTO tune selected on the FMS radio
page, the FMS is assigned control of the VHF navigational radios. VHF
NAV frequencies are changed automatically by the FMS computer. The
FMS control display unit (CDU) is also capable of performing as a remote
controller for the communication radios, ADF receivers and ATC
transponders.
FMS TUNE INHIBIT Switch/Light
Should the remote FMS control malfunction, the FMS TUNE INHIBIT
switch/light is selected to INHIBIT. In the INHIBIT position the remote
tuning function of the FMS is disabled.
ATC Selector
TUNE INHIBIT STBY

1 2
RTU 1 RTU 2 FMS
TUNE
INHIB INHIB INHIB
ATC SEL

PRM279_04_014
disabled.

Communications Communications
Radio 1 Radio 2
RADIO TUNING
C O M 1 C O M 2
119.900 118.700 Active
R C L 1 R C L 2 Frequency
130.220 119.900
N A V 1 N A V 2
116.30 116.30 Recalled
N A V 1 –– MODE –– N A V 2 Frequency
AUTO/ M A N A U T O /MAN
A D F 1 A D F 2
248.0 248.0
A T C 1 A T C 2
4126
00 RPLY ALT ON
MSG DIR FPLN DEP HOLD PREV NEXT

INTC ARR PAGE PAGE
INDEX FIX LEGS SEC VNAV MCDU EXEC

FPLN MENU
RADIO PROG PERF
MFD MFD MFD

DATA MENU ADV
BRT
DIM
PRM791_04_033
Figure 4.21 FMS CDU – RADIO TUNING page

Cockpit Voice Recorder
Description
The cockpit voice recorder (CVR) is located in the aft equipment bay. The
CVR has a solid state non-volatile memory with the capacity to record the
last 30 or 120 minutes (optional) of flight crew conversations, radio
communications, PA announcements and flight deck sounds.

The CVR begins recording when power is applied to the aircraft. In the
event of a crash, ditching or rapid deceleration of the aircraft, an impact
switch, located in the flight deck, will remove power from the CVR to
prevent the data from being erased.
Recorder Independent Power Supply
The recorder independent power supply (RIPS) unit continuously monitors

the CVR power input and automatically connects an internal NiCad battery
if the CVR input voltage drops below the minimum value. After 10 ± 1
minute, the RIPS will stop powering the CVR to prevent overwriting the
previously recorded information. The NiCad battery is charged by the
aircraft electrical power system through the CVR power interface. The
RIPS has overcharge protection and battery health monitoring circuits.
Control Panel
The CVR control panel is located on the bottom of the pilot instrument
panel. The panel contains an amplifier, a test LED, TEST switch, ERASE
switch and a headset jack. A remote microphone is located is located in
the overhead panel.
The CVR TEST button, when selected, performs an internal test of the
CVR system. A successful test is indicated by illumination of the green test
LED.

Amplifier
The amplifier amplifies the microphone signals to the level required for
recording. The TEST switch is used to test the recording channels, and to
confirm that the recording independent power supply (RIPS) has power.
The headphone jack monitors the playback of all recording channels. The
ERASE function erases the entire recorded information when the aircraft is
on the ground, the parking brake is set and the ERASE switch is pressed
for 2 seconds. This procedure prevents memory erasures during flight
conditions.
Underwater Locator Device
An underwater locator device (ULD) is also mounted on the CVR. The

ULD is a battery powered acoustic sonar beacon that emits an underwater
37.5 kHz signal for 90 days when the internal water switch is activated.
TEST HEADSET ERASE

Used to test CVR.
Test light illuminates to indicate Used to connect Used to erase
successful test and to indicate that headset to monitor previous recording,
the Recording Independent Power recording tone while on ground.
during test.
Supply (RIPS) is powered.*
COCKPIT VOICE
RECORDER
HOLD
5 SEC
TEST HEADSET ERASE
* NOTE
PRM279_04_019
If the test fails soon after the aircraft

is powered, the RIPS battery may not
be adequately charged. Wait 15 minutes
and repeat the test.
Figure 4.22 CVR Control Panel

Flight Data Recorder
Description
The solid-state flight data recorder (FDR) is located in the tail section of
the aircraft.
Recorder Unit
The recorder unit is housed inside a crash-survivable container. Access to

the container is through the aft equipment bay.
The unit records data using a solid-state nonvolatile memory. The unit
records the last 25 hours of critical aircraft and flight parameter data. An
underwater locator device (ULD) is installed on the front of the recorder.
The ULD is an underwater sonar beacon that emits a pulsed acoustic
signal into the water after ditching of the aircraft has occurred. The ULD
beacon is capable of transmitting up to 90 days after activation.
The FDR starts to record when one of the following occurs:
• Beacon is selected ON
• Strobes are selected ON
• Weight-off-wheels as sensed by the proximity sensing electronic unit
(PSEU)
If the aircraft experiences impact deceleration, electrical power is removed
from the recorder. Removal of power prevents the erasure of the stored
digital information.

FDR EVENT Pushbutton
The FDR EVENT pushbutton is located on the ENGINES test panel and is
used by the pilots to highlight an event on the FDR recording. Pressing
and holding the FDR EVENT pushbutton for 2 seconds records a time
stamp on the FDR and displays the green FDR EVENT advisory message
on the status page.
ENGINES LAMP
TEST
OFF
1
N1 N2
ON 2
SYNCH HIGH PWR IND LTS

FDR EVENT SCHEDULE
PRM7_04_022
Pushbutton BRT
Push to create a
date/time tag on DIM
the data recorder. FDR EVENT
Figure 4.23 FDR EVENT Pushbutton

Description
The communication system is comprised of a number of integrated
subsystems. The communication subsystems are integrated and in some
cases more than one subsystem shares the same control panels. EICAS
messages are used only for SELCAL and FDR events.
Receive Pushbutton Switches

Press to monitor respective
navigation or communication
system. Press again to deselect. Transmit Switch
Switches are lit when pressed. Any Selects desired communications
number of audio sources can be system and energizes channel.
monitored at the same time. Rotate Only one channel at a time may
clockwise to increase volume. be selected.
EMER / NORM
(Lever-locked)
NORM – Normal
functions.
EMER – Bypasses audio
electronics control unit.
1 - DME - 2 1 - ADF - 2
Pilot has two-way
PA communication on VHF 1,
audio on NAV 1 and aural
1 - NAV - 2 1 - MKR - 2
warnings. Copilot has
two-way communication
on VHF 2, audio on NAV 2
and aural warnings.
R/T
/T VOICE SPKR MASK
ASK EMER
MER
Observer has aural
warnings only.
I/C BOTH
H BOOM
M NORM
ORM
Note: Inoperative at
observer’s audio control
panel.
Radio Transmit (RT) VOICE/BOTH
Intercom (IC) VOICE – Station
Used to transmit on identification is SPKR MASK/BOOM
radios or passenger filtered out allowing Press to select MASK – Oxygen
address system. only voice signals and deselect mask microphone
RT – When held, permits to be audible. audio on the flight of respective
communication using BOTH – Station compartment station is active.
headset or oxygen mask identification and speakers. Rotate
BOOM – Boom
PRM279_04_002
microphones. voice signals are to adjust volume.

microphone of
IC – Provides hot mic audible. Note:Inoperative respective station
talk through interphone at observer’s is active.
system. audio control
panel.
Figure 4.24 Audio Control Panel

PA CHIME CALL EMER
Figure 4.25 Interphone Control Unit
Attendant-to-
attendant call (ATT)
Attendant’s
public address (PA)
PTT Switch
P ATT FLT PA EMG
T
T
Emergency call
(EMG) switch/light
(amber)
PRM279_04_005
ATT FLT
T PA EMG
Flight crew call
(FLT) switch/light
(green)
Figure 4.26 Flight Attendant Handset and Cradle

MECH/PUSH
Press to call mechanic.
CALL - Illuminates to
indicate a call request
has been made.
GRND PROX
TERRAIN FLAP MECH
OF F
OFF O V RD
OVRD CALL
PRM279_04_008
PUSH
Figure 4.27 MECH CALL Switch/Light
E DN
NOS
UP
NO
SE
AP
SC
Radio Transmit (RT)

Intercom (IC) I/C
SY
Used to transmit on radios or OFF

NC
R/T
passenger address system.
RT – When held, permits
communication using headset
or oxygen mask microphones.
IC – Provides hot mic talk
through interphone system.
PRM279_04_003
Copilot’s Control Wheel

(Pilot’s opposite)
Figure 4.28 Control Wheel R/T-I/C Switches

Tuning Window BRT IDENT DME-H

Surrounds (”boxes”) Used alone or in (ATC Identification) (DME Hold)
frequency, preset or code conjunction with Used to transmit an Used to hold the
selected for control. aircraft’s master ATC identification currently tuned
Default position is COM brightness control pulse. DME frequency.
recall (top right) frequency to achieve desired
on top level page. display brightness.
BRT
ID
IDENT
COM2
118.700 119.900
DME-H
NAV2
116.30 110.50
ATC1 TCAS 1/2
1600 RPLY TA/RA
REL
CRJ1000A
Line Select Keys Frequency Select 1/2

Provides control of Tuning Knob (Cross-side Tuning)
individual radio Used to set the value 1/2 function key on the on-side
frequencies, presets, shown in tuning window. RTU is depressed to select
codes and modes. When a frequency, code control of the cross-side
Tuning window is or mode is shown in the system. If a RTU has failed,
shown around the tuning window, the large selection of 1/2 function key
value selected for knob controls the most shows cross-side radio tuning
control. significant digits and the inoperative page. Page can be
small knob controls the cleared by again depressing
least significant digits. 1/2 function key or any line
PRM1_04_024
select key. To tune the

cross-side systems with a
failed RTU (revisionary tuning
mode), the failed RTU must
first be shut off.
Figure 4.29 RTU – Top Page

BRT
IDENT
ID
HF
12.2330 2.0000
SQ3 UV UV
COM 3 DME-H COM 3
COM3
Active Preset
Line Key 118.00 118.00 Line Key
ADF1 1/2
248.0 301.0 ADF Preset
ADF Active Line Key
Line Key
RETURN
PRM1_04_031
Figure 4.30 RTU – Second Level Top Page
BRT
IDENT
ID
COM1
119.900 130.220
DME-H
SQUELCH
ON OFF
1/2
PRESET TEST
PAGE
RETURN
PRM1_04_029
Figure 4.31 RTU – COM 1 Main Page

BRT
IDENT
ID
COM1
1 119.900 130.220 2 Preset
Preset Line Keys
DME-H
Line Keys
3 118.000 118.000 4
1/2
Tune Mode TUNE MODE PAGE
Preset Page
RETURN 119.900
PRM1_04_030
Line Key
COM 1
Active
Display
Figure 4.32 RTU – COM 1 Preset Page
HF COM Active
BRT
Active
Line Key IDENT
ID
HF Preset
Level SQ3 UV UV
DME-H
Display COM3
118.00 118.00
ADF1 1/2
248.0 301.0
RETURN
PRM1_04_027
Figure 4.33 RTU – HF Second Level Top Page

HF COM Active
BRT
Active
Line Key IDENT
ID
HF Preset
Level SQ3 UV UV
DME-H
Display POWER SIMPLEX Simplex/
Power LO MED HI DUPLEX Duplex
Line Key 1/2
Line Key
PRESET TEST
Preset Page PAGE Test
Line Key Line Key
RETURN
PRM1_04_026
Return
Line Key
Figure 4.34 RTU – HF Main Page
Duplex Transmit Duplex Receive

Frequency Display Frequency Display
BRT
IDENT
ID
HF Preset
R 2.0000 Line Key
1 12.2330 2
T 2.0000
Preset UV UV DME-H
Line Keys SIMPLEX
3 2.0000 DUPLEX Simplex/
UV Duplex
1/2
Tune Mode TUNE MODE PAGE Line Key
EMER Preset Page
Line Key RETURN 12.2330
SQ3 UV
PRM1_04_025
HF Active
Display
Squelch Active
Level Display Operating Mode
Figure 4.35 RTU – HF Preset Page

Communications Communications
Radio 1 Radio 2
RADIO TUNING
C O M 1 C O M 2
119.900 118.700 Active
R C L 1 R C L 2 Frequency
130.220 119.900
N A V 1 N A V 2
116.30 116.30 Recalled
N A V 1 –– MODE –– N A V 2 Frequency
A D F 1 A D F 2
248.0 248.0
A T C 1 A T C 2
4126
00 RPLY ALT ON

INTC ARR PAGE PAGE

FPLN MENU
RADIO PROG PERF
MFD MFD MFD

DATA MENU ADV
BRT
DIM
PRM791_04_033
Figure 4.36 FMS CDU – Radio Tuning Page
ATC Selector
TUNE INHIBIT STBY

1 2
RTU 1 RTU 2 FMS
TUNE
INHIB INHIB INHIB
ATC SEL

PRM279_04_014
disabled.

TEST HEADSET ERASE

Used to test CVR.
Test light illuminates to indicate Used to connect Used to erase
successful test and to indicate that headset to monitor previous recording,
the Recording Independent Power recording tone while on ground.
during test.
Supply (RIPS) is powered.*
COCKPIT VOICE
RECORDER
HOLD
5 SEC
TEST HEADSET ERASE
* NOTE
PRM279_04_019
If the test fails soon after the aircraft
is powered, the RIPS battery may not
be adequately charged. Wait 15 minutes
and repeat the test.
Figure 4.38 CVR Control Panel
ENGINES LAMP
TEST
OFF
1
N1 N2
ON 2

FDR EVENT SCHEDULE
PRM7_04_022
Pushbutton BRT
Push to create a
date/time tag on DIM
the data recorder. FDR EVENT

EICAS Messages
The communication system messages are shown on the EICAS primary
and status page. System messages and inhibits are listed in the following
tables. A brief explanation of each message is provided.
MESSAGE LOGIC
FDR EVENT FDR EVENT pushbutton pressed.
SELCAL HF SELCAL code received on HF (single HF installation).
SELCAL HF 1 SELCAL code received on HF 1 (dual HF installation).
SELCAL HF 2 SELCAL code received on HF 2 (dual HF installation).
SELCAL VHF 1 SELCAL code received on VHF 1.
Figure 4.40 Advisory Messages
MESSAGE LOGIC
Failure of the FDR accelerometer:

• Normal accel < 0.8g or 1.2g or lateral accel > 0.1g or
longitudinal accel > 0.1g and FDR EVENT switch pressed
FDR ACCEL FAIL
• And aircraft on the ground
• And parking brake set
• And DC BUS 1 powered
FDR data not valid and AC BUS 1 not valid and DC BUS 1
FDR FAIL
powered and both left and right engines are running.


CB LABEL
SOURCE LOCATION
RTU 1 BATTERY BUS CBP1-Q4
RTU 2 DC BUS 2 CBP2-K7
VHF COM 1 BATTERY BUS CBP1-Q3
VHF COM 2 DC BUS 2 CBP2-H10
VHF COM 3 DC ESSENTIAL CBP2-U6
HF RX or HF2 RX DC BUS 2 CBP2-F7
HF TX or HF2 TX DC BUS 2 CBP2-F8
HF CPLR or HF2 CPLR DC BUS 2 CBP2-F9
HF1 RX DC BUS 1 CBP1-F7
HF1 TX DC BUS 1 CBP1-F8
HF1 CPLR DC BUS 1 CBP1-F9
SELCAL DC BUS 1 CBP1-E9
ACARS DC BUS 1 CBP1-H13
ACARS CMU AC BUS 2 CBP2-C11
PRINTER AC BUS 2 CBP2-A13
BOARD MUSIC DC BUS 1 CBP1-G3
AUDIO C/PLT BATTERY BUS CBP1-Q7
AUDIO PILOT BATTERY BUS CBP1-Q6
AUDIO PILOT DC ESSENTIAL CBP2-V2
AUDIO OBS BATTERY BUS CBP1-Q8
AUDIO OBS DC BUS 2 CBP2-H4
CABIN INPH BATTERY BUS CBP2-Q3
PASS ADDR BATTERY BUS CBP2-Q4
CKPT VOICE REC DC ESSENTIAL CBP2-V7
Figure 4.42 Circuit Breakers – Communication

TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Passenger Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Emergency Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Flight Deck Escape Hatch . . . . . . . . . . . . . . . . . . . . . . . 5-14
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
Overwing Emergency Exits . . . . . . . . . . . . . . . . . . . . . . 5-18
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-20
Cargo Bay Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-22
Aft Cargo Bay Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-22
Forward and Center Cargo Bay Doors . . . . . . . . . . . . . . . . . . . . . . 5-24
Galley Service Door . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-26
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28
Avionics Bay Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-30
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-30
Aft Equipment Bay Door. . . . . . . . . . . . . . . . . . . . . . . . 5-32
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-32
Reinforced Flight Deck Door . . . . . . . . . . . . . . . . . . . . 5-34
Controls and Indications . . . . . . . . . . . . . . . . . . . . . . . 5-38
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38
DOORS Synoptic Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38
EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40
Power Supply and Circuit Breaker Summary . . . . . . . . 5-41
Copyright © Bombardier Inc. Doors

TABLE OF CONTENTS
Doors Copyright © Bombardier Inc.

LIST OF FIGURES
Figure 5.1 Door and Hatch Locations . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Figure 5.2 Passenger Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Figure 5.3 Passenger Door – Handrails . . . . . . . . . . . . . . . . . . . . . 5-12
Figure 5.4 Flight Deck Crew Escape Hatch . . . . . . . . . . . . . . . . . . . 5-15
Figure 5.5 Overwing Emergency Exit . . . . . . . . . . . . . . . . . . . . . . . 5-19
Figure 5.6 AFT Cargo Bay Door . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23
Figure 5.7 Forward/Center Cargo Bay Door . . . . . . . . . . . . . . . . . . 5-25
Figure 5.8 Galley Service Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-27
Figure 5.9 Avionics Bay Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-31
Figure 5.10 AFT Equipment Bay Door. . . . . . . . . . . . . . . . . . . . . . . . 5-33
Figure 5.11 Reinforced Flight Deck Door . . . . . . . . . . . . . . . . . . . . . 5-37
Figure 5.12 DOORS Synoptic Page . . . . . . . . . . . . . . . . . . . . . . . . . 5-39
Figure 5.13 Warning Message. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40
Figure 5.15 Circuit Breakers – Doors . . . . . . . . . . . . . . . . . . . . . . . . 5-41

LIST OF FIGURES

DOORS

Introduction
The CRJ1000 has 12 doors consisting of the passenger door, forward
galley service door, four overwing emergency exits, a flight deck overhead
escape hatch, three cargo bay doors, an avionics bay door, and an aft
equipment bay door. The passenger door, galley service door, flight deck
overhead escape hatch and the overwing exits can be operated from
inside or outside of the aircraft. The passenger door and galley service
door can also be used for emergency evacuation. The cargo bay doors,
the aft equipment bay door and the avionics bay door can only be
operated from outside the aircraft. All doors, except the aft equipment bay
door and the flight deck overhead escape hatch are monitored by the
proximity sensing electronic unit (PSEU).
Sensors and switches on the doors supply position signals to the PSEU.
The PSEU processes the signals and then transmits the data to the
EICAS system for display of warning and caution messages on the
primary page and for door status indications on the DOORS synoptic
page.

Right Overwing Aft Equipment

Emergency Exits Bay Door
Aft Cargo
Forward Avionics Bay Door
Service Bay Door
Door
Left Overwing
Emergency Exits
PRM91_05_001
Passenger
Door Center and Forward
Crew Cargo Bay Door
Escape Hatch
Figure 5.1 Door and Hatch Locations

Passenger Door
The passenger door, located at the forward left side of the fuselage, is the
main entrance and exit to the cabin area.
The passenger door incorporates integral stairs with a retractable lower
step and folding handrails. The door is hinged at the cabin floor level and
opens outward. A counter balance mechanism with gas springs is used to
take the weight of the door and to dampen the door movement. At the fully
open position, the door rests on a support wheel.
Handrails are provided to assist passengers in boarding and
disembarking. Mechanical linkages raise the handrails when the door is
opened and collapse them when the door is closed. When a jetway is
used, the handrails must be collapsed. Collapsing of the handrails is done
by removing the forward and aft handrail quick-release pins.
Closing the passenger door from inside the aircraft is normally
accomplished using the power assist system which is controlled from a
DOOR ASSIST switch/light on the forward flight attendants panel.
Closing the passenger door can also be accomplished from outside the
aircraft using the power assist system which is controlled from
PASSENGER DOOR CLOSE ASSIST toggle switch, located in the fwd
cargo bay.
The passenger door indications are displayed on the EICAS primary page
and on the DOORS synoptic page.

Door Assist Passenger Door Close Assist

Used to Close Used to Close the Passenger
the Passenger Door. Door from Outside the Airplane.
PSU READING LIGHTS DOOR ASSIST
TEST RESET ON
Forward Cargo Bay

Miscellaneous Switch Panel
Forward Attendant’s Station
Latch
Cam
Fittings
Door Vent Flap
Closes when both
Handles are Stowed.
Opens when either
inner or outer Handle is
Operated.
Power Assist Cable
Counterbalance
Mechanism
Locked/ Door Outer Handle
Unlocked Used to Unlatch Door and
Indicator to Pull Door Open from
Outside.
Seal To Open Door, Push
Plate in to Reach Handle
Inner Handle Handrails Grip and Pull.
Used to Unlatch 'RRU3XOOíLQ*ULS
Door Mechanism Used to Pull Door
from Inside. Closed.
PRM791_05_002
Door Support
Latch Pin Indicators (4 Places) Hinged Wheel
Indicate Green When the Door Lower Step
is Closed and Locked. (Latch Cams Understep)
Figure 5.2 Passenger Door

Operation
(1) To open the door from outside:
a. Lift the inner handle out of its cam recess

• The outer handle ejects from its recess
• The latch mechanism unlocks
• The vent flap opens
b. Continue the upward movement of the handle to the OPEN position
• The latch cams and latch pins disengage from the door frame
fittings
• Fwd and aft pullout levers open the door to the near vertical
(balanced) position
c. Firmly push the door outward
NOTE
The maximum load capacity of the door is 1000 lb
(454 kg) or a maximum of four passengers on the
stairs at any time.
• The door descends in a gradual downward movement (dampened

by the counterbalance mechanism gas springs)
• The retractable lower step and folding handrails deploy
• The door support wheel extends and locks in place before
reaching the ground
(2) To close and latch the door from inside with power assist system:
a. Press and hold the DOOR ASSIST switch on the forward flight
attendant panel
CAUTION
Releasing the DOOR ASSIST switch will cause the

door to free fall to the extended position.

NOTE
Do not operate the door assist motor during electrical

power system switching.
• The electrical motor pulls the door up and stops automatically

when the door reaches the near vertical position
NOTE
The cam mechanism under the lower step includes a

lock lever that prevents the inner handle from moving
to the closed position until the door is fully pulled into
the fuselage structure.
b. Take hold of the handle in the second step riser and pull the door fully
closed
• The fwd and aft pull-in/push-out levers engage in respective cams
to hold the door in this position
c. Push the inner handle down to the CLOSED position
• The latch cams and latch pins engage in the door frame fittings
• The inner handle, the outer handle and the door vent flap close
simultaneously
d. Make sure that the visual indications of door latches are as follows
• The green marks on the two latch cams and the green mark on
the lock pawl must align with the green marks on the door
structure (located under the hinged lower step)
• The green marks on the four latch pins must align with green
marks on the latch pin indicator windows
• The latch mechanism lower lock indicator flag changes from a red
UNLOCKED to a green LOCKED indication

(3) To open the door from outside:
a. Push-in the outer handle push plate

• The handle ejects
b. Take hold of the handle grip and pull outward then downward
• The door latch mechanism unlocks
• The latch cams and latch pins disengage from the door frame
fittings
• The fwd and aft pull-in levers open the door to near vertical
position
• The door descends in a gradual downward movement (dampened
by the counterbalance mechanism gas springs)
• The two folding handrails deploy
• The support wheel extends and locks in place before reaching the
ground
CAUTION
Door support cables must be installed when
moving the aircraft with the door open or when
placing the aircraft on jacks.
(4) To close and latch the door from outside:
a. Manually raise the door up and push it fully closed
NOTE
The gas springs will assist in retracting the door up to
near vertical position.
• The fwd and aft pull-in levers engage in respective cams to hold
the door in this position
b. Push the outer handle down fully in its recess
• The inner handle, outer handle and vent flap close simultaneously
(5) To close and latch the door from outside with power assist:
CAUTION
1. Door operator must maintain visual contact with
the door during the entire closing process.
2. Ensure footing position while locking the door to

minimize risk of injury.
a. Press and hold the PASSENGER DOOR CLOSE ASSIST toggle

switch located in the fwd cargo bay
CAUTION
Releasing the DOOR ASSIST switch will cause the
door to free fall to the extended position.
NOTE
Do not operate the door assist motor during electrical
power system switching.
• The electrical motor pulls the door up and stops automatically

when the door reaches the near vertical position
b. Push the door fully closed
c. Push the outer handle down fully in its recess
• The inner handle, outer handle and door vent flap close
simultaneously

(6) Lowering the stair handrails:
When the door is closed:

a. Remove the two quick-release pins from the holes of the stair
handrails
b. Stow the quick-release pins in the storage holes of the brackets
c. Open the passenger door
When the door is open:
a. Hold the stair handrails and remove the two quick-release pins from
the holes of the stair handrails
b. Stow the quick-release pins in the storage holes of the brackets
c. Lower the stair handrails and ensure that the clips on the stair
handrails attach to the quick-release pins
CAUTION
Do not use force to lift or lower the stair handrails.
Make sure that the bottom step moves freely when
the stair handrails are lifted or lowered.

(7) Lifting the stair handrails:
When the door is open:
CAUTION
Do not close the door unless the two quick-release
pins are installed in the handrails or inserted in the
stowage brackets.
a. Remove the quick-release pins from the storage holes of the brackets
b. Lift the handrails into position
c. Install the two quick-release pins in the holes of their handrails
WARNING
THE QUICK-RELEASE PINS MUST BE INSTALLED
IN THE HOLES OF THE STAIR HANDRAILS
BEFORE YOU MOVE THE AIRCRAFT. THIS IS
NECESSARY SO THAT THE STAIR HANDRAILS
ARE IN THE UPPER POSITION IN THE EVENT OF
AN EMERGENCY EVACUATION.
When the door is closed:

a. Remove the two quick-release pins from the storage holes of the
brackets
b. Insert the quick-release pins into the holes of the stair handrails
CAUTION
For all procedures concerning the handrails, the
door must not be closed unless the quick-release
pins are either in the storage holes of the brackets
or in the holes of the stair handrails.

Storage
Hole
Quick-Release
Pin
Handrail
(Ref)
Bracket
(Ref)
C
A Handrails Lowered
B Aft Handrail Shown

Forward Side Opposite
Handrail
Hole
PRM2791_05_003
C Handrails Lowered C Handrails Raised
Figure 5.3 Passenger Door – Handrails

Emergency Exits
Emergency evacuation of the cabin area is done through the passenger
door, the galley service door, the overwing emergency exits, and the flight
deck overhead escape hatch. All emergency exits can be opened from the
inside or outside of the aircraft.
NOTE
Although the passenger door and galley service door
can be used as emergency exits, their operation is not
covered in this section. Refer to the respective sections
of this chapter for the operation of the passenger and
galley service doors.
Passenger door 36 x 70 in 91 x 178 cm Type I exit
Flight deck escape hatch 19 x 20 in 48 x 51 cm –
Galley service door 24 x 48 in 61 x 122 cm Type I exit
Overwing emergency exit 20 x 38 in 51 x 97 cm Type III exit

Flight Deck Escape Hatch
The flight deck overhead escape hatch provides an emergency exit for the
pilots in case of emergency evacuation. The hatch is an inward opening
plug type door and is removable at the hinge supports. The hatch can be
opened from both the inside and outside of the aircraft. The hatch is
supported in the fuselage cut-out by two hinge hook fittings on the forward
side and two lock pins on the aft side. Once the door is open, it can be
lifted off the forward fittings and removed from the area.
The flight deck escape hatch is not monitored by the PSEU, therefore
there is no EICAS indication of door position.
The hatch inner and outer handles are rotated to the OPEN position to
unlatch, and rotated to the CLOSED position to latch.
NOTE
There is no EICAS indication for an unsafe flight deck
escape hatch.

Trigger
Plate
Outer Handle Lock

Pins
A Hinge Arm
Assembly
Green
Indicator
Inner Pins
Handle
PRM2791_05_004
Lock Pin
Fittings
Retention
B Trigger
Figure 5.4 Flight Deck Crew Escape Hatch

Operation
(1) To open the flight deck escape hatch from inside:
a. Press the hatch inner handle release button

• The inner handle ejects
b. Rotate the inner handle to the OPEN position (left)
• The hatch mechanism unlatches
c. Manually move the hatch fully down
(2) To close the flight deck escape hatch from inside:
a. Manually lift the hatch into its opening

b. Push the aft part of the hatch up to squeeze the seal, and rotate the
inner handle to the CLOSED position (right)
• The hatch mechanism latches as the inner handle reaches the
end of its rotation
c. Correctly align the inner handle with the door recess and push it fully
in
• The inner handle locks in stowed position
(3) To close the flight deck escape hatch from outside:
a. Press the outer handle trigger plate

• The outer handle ejects
b. Rotate the outer handle to the OPEN position and carefully lower the
hatch fully down

(4) To close the flight deck escape hatch from outside:
a. Using the door outer handle, manually lift the hatch into the fuselage
opening
b. Pull the outer handle up to squeeze the seal and rotate it to the
CLOSED position
• The hatch mechanism latches as the outer handle reaches the
end of its rotation
c. Correctly align the outer handle with the door recess and push it fully
in
• The outer handle locks in stowed position

Overwing Emergency Exits
Overwing emergency exits are provided for the evacuation of the cabin
area. The overwing exits are located on each side of the passenger
compartment, above the wings. The overwing emergency exits can be
opened from inside or outside of the aircraft. The door is supported in the
fuselage cut-out by hinge and hook fittings on the bottom and by two
shoot-bolts at the top.
The left and right overwing emergency exits are opened by using the
single action inner or outer handles located on the upper part of the door.
The exits open inward and are then lifted off the lower of hinge supports
and moved out and free from the fuselage using the inner support
handles. The overwing emergency exit position indications are displayed
on the primary page and on the DOORS synoptic page.

Shootbolts Proximity
Sensor
Sensor
Proximity
Target
Sensor
Lever
Target
Quick-Release Shootbolt
Handle Interior Fitting
Support
Handle
Stops
PUSH PLATE
When pushed, operates the internal
TXLFNíUHOHDVHKDQGOHWRXQORFNWKHGRRU
Window
Hinge Unit
Fitting
Hook Door Skin

Fitting
PRM791_05_005
Figure 5.5 Overwing Emergency Exit

Operation
(1) To open the overwing emergency exits from inside:
a. Open the exit door emergency handle cover

b. Take hold of the exit door inner handle and pull inward and down
• The door shoot-bolts retract
NOTE
The door shoot-bolts will be held in a retracted position
by a latch lever under the inner handle.
• The exit door opens inward and is then free to be moved away
c. Take hold of the lower handle and move the exit door to a suitable
location away from the emergency exit
(2) To open the overwing emergency exits from outside:
a. Push in the red outer handle push plate

• The exit door opens inward and is then free to be moved away
b. Take hold of the inner handles and move the exit door away from the
emergency exit
(3) To close the overwing emergency exits from inside:
a. Manually lift and place the overwing emergency exit door in front of
its opening and set it on its hinge supports
b. Push the upper part of the emergency exit door fully outward to
squeeze the seal
c. Release the shoot bolt latch lever under the handle
d. Push the inner handle up and outward to fully engage the shoot-bolt
e. Close the inner handle cover


Cargo Bay Doors
The CRJ1000 aircraft has two (2) cargo bays (fwd & aft) with three (3)
access doors. Access to all cargo bays is from the left side of the forward
and aft fuselage. The cargo bays are not accessible from the cabin or
flight deck. The forward cargo bay is located on the left side of the forward
fuselage. The aft cargo bay is located aft of the cabin area. The cargo
door handles are operated from the outside only. Cargo door indications
and messages are displayed on the primary page and DOORS synoptic
page.
Aft Cargo Bay Door

The aft cargo bay door opens inward, and up inside the upper fuselage.
The door movement is assisted by a balance spring and cable system.
The aft cargo bay door handle is rotated to the OPEN position to unlatch,
and to the CLOSED position to latch.
(1) To open the aft cargo bay door:

a. Press the control handle trigger plate
• The control handle ejects
b. Rotate the control handle to the OPEN position (counter-clockwise)
• The door mechanism unlatches
• The door moves inward, within guiding tracks
c. Manually move the door fully up
• The door moves up, guided by track rollers, and remains in full
OPEN position
(2) To close and latch the aft cargo bay door:

a. Manually lower the door
• The door moves down, guided by track rollers
b. Pull the door outward against the stops, and rotate the control handle
to the CLOSED position (clockwise)
• The door mechanism latches as the control handle reaches the
end of its rotation
c. Correctly align the control handle with the door recess and push it
fully in
• The control handle locks in position
Balance
Spring
Upper
Stop
Fittings
Door
Track
A Door
Track
Cable
Seal
Track
Roller
Latch
Pin
A
Stop
Latch
Pin
CLOSED
Keylock
PRM791_05_006
Control
Handle Trigger
Plate
B
Figure 5.6 AFT Cargo Bay Door

Forward and Center Cargo Bay Doors
The forward and center cargo bay doors are identical in construction and
operation. Each door outer structure incorporates a two part control handle
and a vent flap. The doors will initially move inward to clear the door stops,
then swing up to the locked open position, parallel to the lower fuselage.
Two sets of balance springs are used to assist the door in up and down
movements.
(1) To open the forward or center cargo bay door:
a. Press the secondary handle trigger plate

• The vent flap opens and the secondary control handle ejects
• The control handle and its access panel unlocks
b. Pull the control handle
• The door mechanism unlatches, and locks in the unlatched
position
• The door moves in and up to clear the door stops
c. Using the control handle, manually move the door down around the
lower fuselage until it latches in the full OPEN position
(2) To close and latch the forward or center cargo bay door:
a. Pull both door open latch levers simultaneously to unlatch the door
from the full OPEN position
• The door comes up to its balanced position
b. Using the control handle, manually raise the door upwards until the
latch shafts contact their respective roller fittings
• The door mechanism unlocks (from the unlatched position)
c. Position the door in front of the door stops, and push the control
handle fully in
end of it travel
• The control handle latches in the stowed position, its access panel
closes
d. Push the secondary handle fully in
• The control handle and its access panel are locked in position
• The vent flap closes
SECONDARY
HANDLE
Door
A
Trigger
Plate
CLOSED
Vent Flap
Access
Control Panel
Handle
A Closed Position
Latch
Lever
Latch
Lever
PRM791_05_007
Door
A Full Open Position
Figure 5.7 Forward/Center Cargo Bay Door

Galley Service Door
The galley service door is used for servicing the galley, and can also be
used for emergency evacuation of the cabin area. It is located on the right
forward fuselage adjacent to the galley. The outer structure of the door has
a window, outer handle and a cabin pressure vent flap. The door initially
moves upward to clear stops on the fuselage structure, then swings
outward and fully forward to the lock open position, parallel to the
fuselage. Position indications and messages for the galley service door
are displayed on the primary page and on the DOORS synoptic page.

2XWHU
Hand
3XVK3ODWH
7ULJJHU
Vent Assist Handle

8VHG7R0RYH'RRU
6WDELOL]HU
Bar Inner Handle
Window 8VHG7R8QODWFK'RRU
0HFKDQLVP)URP,QVLGH
Hinge Latch Lever

8VHG7R8QORFN'RRU
)URP7KH)XOO2SHQ
3RVLWLRQ
Catch Pin
8VHG7R/RFN'RRU
Catch Pin ,Q)XOO2SHQ3RVLWLRQ
Hook
Door
Hinge
PRM791_05_008
Door Latch Indicator

NOTE ,QGLFDWHV'RRU,V)XOO\
1RQíUDGLRDFWLYH/XPLQHVFHQW Vent Flap
2SHQV7R(QVXUH&DELQ /DWFKHG:KHQ,Q*UHHQ
0DUNHU6WULS,QVWDOOHG$URXQG $UHD
Door. $LU3UHVVXUH,V5HOHDVHG
Figure 5.8 Galley Service Door

Operation
(1) To open the galley service door from inside:
a. Rotate the inner handle counter-clockwise to the OPEN position
• The door moves up to clear the door stop fittings (guided by door
rollers within track fittings)
• The two lower latches disengage from the door lower frame latch
fittings
b. Push the door outward and forward until it locks in the OPEN position
(2) To close and latch the galley service door from inside:
a. Pull the hinge latch lever to release the door from the locked OPEN
position
• The door moves aft, in front of the door opening
b. Pull the door in to engage the rollers in the door track fittings, then
rotate the inner handle to the CLOSED position (clockwise)
• The door slides down, behind the door stop fittings (guided by
door rollers within track fittings)
• The two lower latch pins fully engage in the door frame latch
fittings
• The vent flap closes
c. Verify the correct indication of door latch through the indicator window
located at the lower aft corner of the door
• The green mark on the indicator sector aligns with the green mark
on the indicator window

(3) To open the galley service door from outside:
a. Release the outer handle from the door recess

• The door latch mechanism unlocks
b. Rotate the outer handle fully clockwise to the OPEN position
• The door moves up to clear the door stop fittings (guided by door
rollers within track fittings)
• The two lower latch pins fully disengage from the door frame latch
fittings
c. Pull the door outward and move it forward until it locks into position
(4) To close and latch the galley service door from outside:
a. Pull the latch lever, to release the door from the locked OPEN
position
• The door moves aft into the door opening
b. Push the door in to engage the door rollers in the track fittings, then
rotate the outer handle counter-clockwise to the CLOSED position
until it lines up with its recess
• The door slides down, behind the door stop fittings (guided by
door rollers within track fittings)
• The two lower latch pins engage in the door frame latch fittings
c. Release the handle
• The outer handle springs into its recess
• The vent flap closes as the outer handle nears the end of its travel

Avionics Bay Door
The avionics bay door is used to gain access to the equipment in the
avionics bay. It is located on the centerline of the lower forward fuselage.
The door opens inward and moves up on four spring-loaded roller arms.
The roller arms engage a set of tracks that allows the door to move
forward or aft in the avionics bay. The door can not be opened from the
inside.
Operation
(1) To open the avionics bay door:
a. Press the outer handle trigger plate
• The handle ejects from the door recess
b. Rotate the handle 90° counter-clockwise to the OPEN position
• The fwd and aft latch pins disengage from the door frame latch
fittings
c. Push the door up
• A latch on the roller locks the door in the up position
d. Rotate the outer handle to the CLOSED position and push the handle
into the door recess
e. Slide the door fwd or aft as required
(2) To close the avionics bay door:

a. Slide the door above its opening
b. Press the handle trigger plate
• The handle ejects from the door recess
c. Rotate the handle to the OPEN position to release the hold-open
latch
d. Pull the door fully down to compress the door seal, and rotate the
handle to the CLOSED position
• The fwd and aft latch pins engage in the door frame latch fittings
e. Push the handle into the door recess
• The door handle locks in the stowed position

Counter
Balanced
Door
Door Roller
(Typical)
FWD Latch Pin
Door Track
Proximity
Sensor
External
Handle
Trigger
Plate PRM2791_05_009
Keylock
AFT Latch Fitting
Proximity
Sensor
Figure 5.9 Avionics Bay Door

Aft Equipment Bay Door
The aft equipment bay door is located on the lower aft fuselage. It
provides access to the equipment located in the unpressurized aft
equipment bay. The aft equipment bay door is hinged at the front and
opens downwards. The door is also removable through quick-release
hinge pins.
Operation
(1) To open the aft equipment bay door:
a. Press the control handle trigger plate
b. Rotate the control handle
• The door mechanism unlatches
c. Manually move the door fully down
(2) To close and latch the aft equipment bay door:

a. Manually move the door up in its opening
b. Rotate the control handle
end of its travel
c. Push the control handle fully in
NOTE
The aft equipment bay door is not monitored by the

PSEU, therefore there is no flight deck EICAS
indication of door position.

Latch Striker
Quick-Release Pins
Ventilation
Grille
Trigger
Plate
Control Handle
PRM2791_05_010
Latch
Mechanism
Figure 5.10 AFT Equipment Bay Door

Reinforced Flight Deck Door
A reinforced door is installed to prevent unauthorized access to the flight
deck. Its fortified construction satisfies all regulatory penetration and
intrusion standards. The door is mounted at a slight angle between the
observer jump seat and the forward flight attendant position.
Decompression panels are built into the door and open in a forward
direction to protect the integrity of the aircraft structure in the unlikely event
of sudden loss of flight deck pressurization.
The door is hinged on the right side and opens outwards into the
passenger cabin. In the event of an emergency, the door can be removed
by withdrawing the hinge pins that are accessible only from the flight deck.
Placards affixed to the door provide emergency door removal instructions.
A flight deck remote access panel can be installed as a customer option.
The door incorporates the following features:
• Extreme heat resistance
• Bullet-proof Kevlar ® construction
• High strength steel latch and lock
• Stainless steel outer layer on the cabin side
• High load impact resistance
• Decompression panels
• Cabin viewer (peephole)
• Removable hinges for emergency egress from the flight deck
• Two independent deadbolt units
A deadbolt is used to secure the flight deck door during flight operations.
On the forward face (flight deck) of the door, a slider handle is provided to
lock or unlock the door. Moving the slider handle horizontally extends or
retracts the deadbolt from the door surround structure. Door “UNLOCKED”
and “LOCKED” indicators are uncovered with slider selection.
For security purposes, there is no provision on the aft face of the door
(passenger compartment) to operate the deadbolt.

A keyed deadbolt, independent of the slider handle deadbolt, is provided
for ground operations only. This keyed deadbolt is mounted on the door
below the slider handle deadbolt unit.
When the aircraft is left unattended during ground operations, a key can
be used to lock the door to prevent unauthorized entry to the flight deck.
The key is inserted into the deadbolt unit on the rear face (passenger
cabin) of the door to engage the deadbolt.
The keyed deadbolt can also be engaged from the flight deck by tuning
the associated split handle. If both segments of the split handle are rotated
clockwise, the deadbolt lock is engaged and the key function is disabled. If
only one segment of the split handle is rotated, the deadbolt is engaged
but the key can still be used from the passenger cabin to unlock the door.
A placard is mounted on the forward face of the door to depict the three
selectable positions of the keyed deadbolt.


Decompression Cabin
Latch Upper Viewer
Blowout Decompression
Panel Panel
Retainer Blowout Panel
(Deployed Position)
Attendant's Seat
(Deployed
Position Ref)
Observer Seat
(Deployed
Sliding
Position Ref)
Handle
Deadbolt Pocket
Enclosures
and
Attendant
Keyed Seat Fitting
Deadbolt
Blowout Panel
(Deployed Position)
Door
Top of
Frame
Floor
(Ref)
Blowout Panel
PRM791_05_011
Retainer
VIEW LOOKING FORWARD
Decompression Lower
Latch Decompression
Panel
Figure 5.11 Reinforced Flight Deck Door

Description
With the exception of the crew overhead escape hatch, there are no flight
deck controls for the aircraft doors. The PSEU monitors the position of the
doors and door handles and relays the information to EICAS. Indications
for the doors are shown on the primary page and the DOORS synoptic
page.
DOORS Synoptic Page

The EICAS includes a dedicated DOORS synoptic page selectable by
using the DOORS button on the EICAS control panel. The DOORS
synoptic page provides a visual outline of the fuselage and the monitored
doors.
The following doors are monitored by the PSEU and have associated
indications on the DOORS synoptic page:
• PASSENGER door
• SERVICE door
• AVIONIC BAY door
• FWD CARGO bay door
• CTR CARGO bay door
• AFT CARGO bay door
• Left and right fwd overwing EMER exits
• Left and right aft overwing EMER exits
The following doors are only provided with visual markings indicating their
status. They are not monitored by the PSEU and not provided with
indications on the DOORS synoptic page:
• Crew escape hatch
• Aft equipment bay door

DOORS
PASSENGER SERVICE
FWD CARGO
AVIONIC BAY
CTR CARGO
EMER EMER
EMER EMER
AFT CARGO
PRM9_05_001
Figure 5.12 DOORS Synoptic Page

EICAS Messages
The doors system messages are shown on the EICAS primary page.
System messages, inhibits and aural warnings are listed in the following
AURAL
WARNING
PASSENGER DOOR 2-3 Passenger door is open or unsafe. “Door”
Figure 5.13 Warning Message
PAX DR OUT HNDL 2-3 Passenger door outer handle not stowed.
PAX DR LATCH 1-2-3 Passenger door is not latched.
AV BAY DOOR 1-2-3 Avionics bay door not closed or cam not locked.
FWD CARGO DOOR 1-2-3 FWD cargo bay door unsafe.
CTR CARGO DOOR 1-2-3 CTR cargo bay door unsafe.
AFT CARGO DOOR 1-2-3 AFT cargo bay door unsafe.
L FWD EMER DOOR 1-2-3 Left overwing emergency exit unsafe.
R FWD EMER DOOR 1-2-3 Right overwing emergency exit unsafe.
L AFT EMER DOOR 1-2-3 Left overwing emergency exit unsafe.
R AFT EMER DOOR 1-2-3 Right overwing emergency exit unsafe.
1-2-3 Service door unlocked or outer handle not

SERVICE DOOR
stowed.


CB LABEL
SOURCE LOCATION
DOOR IND 1 DC ESSENTIAL CBP2-R8
DOOR IND 2 DC ESSENTIAL CBP2-R9
PASS DOOR ACT DC BUS 1 CBP1-E1
Figure 5.15 Circuit Breakers – Doors


TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
AC Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Integrated Drive Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Generator Fault Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
AC Power Center . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
APU Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Generator Fault Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
External AC Electrical Power . . . . . . . . . . . . . . . . . . . . . 6-10
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
AC AVAIL/IN USE Switch/Light . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
External Service Panel AC Switch/Light . . . . . . . . . . . . . . . . . . 6-13
AC Electrical Power Distribution . . . . . . . . . . . . . . . . . . 6-14
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
AC BUS 1 and AC BUS 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
Bus Priority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
AC ESS BUS (Essential) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
AC SERV BUS (Service) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
Service Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
Emergency AC Power Generation . . . . . . . . . . . . . . . . . 6-18
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
Air-Driven Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
Auto Deploy Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19
Generator Control Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
ADG Manual Deploy Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
Uplock Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
ADG Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21
Copyright © Bombardier Inc. Electrical

TABLE OF CONTENTS
DC Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-24
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-24
Transformer Rectifier Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-25
TRU Power Distribution System. . . . . . . . . . . . . . . . . . . . . . . . . 6-26
DC BUS 1 and DC BUS 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26
DC ESS BUS (Essential) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26
DC BATT BUS (Battery). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-28
DC SERV BUS (Service) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-28
DC UTIL BUS (Utility). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-28
DC Tie Contactors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-28
Main Tie Contactor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-28
Essential Tie Contactor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-29
Cross Tie Contactor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-30
ESS TRU 2 Transfer Contactor . . . . . . . . . . . . . . . . . . . . . . 6-30
Service Bus Contactor Control . . . . . . . . . . . . . . . . . . . . . . . 6-30
Battery Power Distribution System. . . . . . . . . . . . . . . . . . . . . . . 6-30
Main and APU Battery Direct Buses . . . . . . . . . . . . . . . . . . . . . 6-31
DC EMER BUS (Emergency). . . . . . . . . . . . . . . . . . . . . . . . . . . 6-31
DC BATT BUS (Battery). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-31
Emergency Tie Contactors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-32
DC Ground Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-33
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-34
EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-37
Electrical Copyright © Bombardier Inc.

LIST OF FIGURES
Figure 6.1 AC/DC ELECTRICAL Synoptic Pages . . . . . . . . . . . . . . . 6-3
Figure 6.2 Electrical Power System . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Figure 6.3 IDG 1 Manually Disconnected . . . . . . . . . . . . . . . . . . . . . 6-7
Figure 6.4 AC ELECTRICAL Synoptic Page – APU GEN ON. . . . . . 6-9
Figure 6.5 External AC Electrical Power . . . . . . . . . . . . . . . . . . . . . 6-11
Figure 6.6 External Service Panel . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Figure 6.7 AC ELECTRICAL Synoptic Page . . . . . . . . . . . . . . . . . . 6-15
Figure 6.8 AC ESS BUS Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Figure 6.9 ADG Auto Deploy Control Panel . . . . . . . . . . . . . . . . . . 6-22
Figure 6.10 ADG Synoptic Indications . . . . . . . . . . . . . . . . . . . . . . . . 6-23
Figure 6.11 Transformer Rectifier Units. . . . . . . . . . . . . . . . . . . . . . . 6-25
Figure 6.12 DC ELECTRICAL Synoptic Page . . . . . . . . . . . . . . . . . . 6-27
Figure 6.13 Bus Tie Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-29
Figure 6.14 DC ELECTRICAL – ADG Deployed . . . . . . . . . . . . . . . . 6-32
Figure 6.15 ELECTRICAL POWER Control Panel . . . . . . . . . . . . . . 6-34
Figure 6.16 External Service Panel . . . . . . . . . . . . . . . . . . . . . . . . . . 6-35
Figure 6.17 AC/DC ELECTRICAL Synoptic Pages . . . . . . . . . . . . . . 6-36
Figure 6.18 Warning Message. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-37
Figure 6.21 Circuit Breakers – Electrical . . . . . . . . . . . . . . . . . . . . . . 6-40

LIST OF FIGURES

ELECTRICAL

Introduction
The aircraft uses both 115 VAC and 28 VDC electrical power.
The primary source of AC electrical power is supplied by engine-driven
integrated drive generators (IDGs). A generator mounted on the auxiliary
power unit (APU) provides an alternate source of AC electrical power.
In-flight, if total loss of AC power occurs, an air-driven generator (ADG) is
deployed from the right side of the forward fuselage to provide an
emergency source of AC electrical power. AC ground power is supplied
through an electrical power receptacle located on the right forward side of
the fuselage.
Various aircraft systems and components require direct current (DC)
electrical power for operation. The DC electrical power needs are supplied
by four transformer rectifier units (TRUs) mounted in the nose
compartment. Two nickel cadmium (NiCad) batteries, one located in the
aft equipment bay and one located on the forward unpressurized nose
compartment, store and provide a source of DC electrical power for
normal and emergency operations.
The AC and DC power systems utilize power centers to manage power
distribution.
Two circuit breaker panels (CBPs) are located in the flight deck.
Control and operation are accomplished through the ELECTRICAL
POWER control panel located on the left side of the overhead panel. AC
and DC electrical system information is provided on EICAS.

AC ELECTRICAL
SERV BUS
BUS 1 BUS 2
ESS BUS
9 KVA 0 KVA 9 KVA

115 V 0 V 115 V
400 HZ 0 HZ 400 HZ
GEN GEN GEN

1 2
IDG APU DG2
DC ELECTRICAL
AC AC AC AC
BUS 1 BUS 2 BUS 2 ESS BUS
TRU 1 TRU 2 ESS ESS

TRU 2 TRU 1
28 V 28 V 28 V 28 V
52 A 54 A 46 A 31 A
BUS 1 ESS BUS

CROSS
BUS 2 ESS TIE
TIE
SERV BUS BATT BUS
UTIL BUS
MAIN TIE
APU 26 V APU BATT

BATT 1A DIR BUS
PRM7_06_001
MAIN 26 V MAIN BATT

BATT 1A DIR BUS
Figure 6.1 AC/DC ELECTRICAL Synoptic Pages

AC Electrical System
Description
Two engine-driven integrated drive generators (IDGs) provide AC power to
the AC power center (ACPC), which distributes power to all AC BUSES
during normal operations. An APU generator provides a backup source of
AC power during flight when an engine-driven generator is inoperative or
when the aircraft is on the ground with the engines off.
Pilot control of the AC generators is through the ELECTRICAL POWER
control panel. System indications are provided on the EICAS displays.
Integrated Drive Generators
Two engine-driven integrated drive generators (IDGs) supply 115 VAC,

400 Hz 3-phase electrical power to four AC BUSES. Each IDG unit
consists of two subcomponents, a constant speed drive (CSD) and the
electrical generator.
The generators are identified on the AC ELECTRICAL synoptic page by
the symbols GEN 1 and GEN 2. The nominal rating of each generator is
40 kilo-voltamperes (kVA) to an altitude of 41,000 ft.
The generators must turn at a constant rpm to produce the steady 400 Hz
requirement of the electrical system. The CSD uses an internal oil system
to change the variable speed of the engine accessory gearbox to the
constant speed required for generator operation.
The CSD portion of the generators are identified on the AC ELECTRICAL
synoptic page by the symbols IDG 1 and IDG 2.
The CSD oil is cooled by an air/oil heat exchanger that uses air from the
N1 fan as the cooling medium. If the IDG oil overheats or oil pressure
drops below limits, the IDG switch/light FAULT lamp illuminates and an
IDG 1 or IDG 2 caution message is displayed.

The IDG can be electrically disconnected from the engine accessory
gearbox by pressing the associated guarded IDG 1 or IDG 2 DISC
switch/light on the ELECTRICAL POWER control panel. When the IDG 1
or IDG 2 DISC switch/light is selected, an electrical solenoid is energized
that causes the drive gear to retract from the engine accessory gearbox.
When the IDG is disconnected, the DISC switch/light illuminates and a
status message is presented on EICAS.
Should the electrical disconnect feature fail, mechanical disconnect of the
IDG will occur when CSD internal temperature exceeds a predetermined
limit, or in an overtorque condition, by shearing of the IDG drive shaft.
When the IDG disconnect is electrically activated, it can only be
reconnected on the ground with the engine shut down.
Generator Fault Protection
Each generator control unit (GCU) controls and monitors the related AC
generator system and provides protection and voltage regulation for its
engine generator. The GCUs in conjunction with the AC power center
(ACPC) provide bus priority and protection during normal and non-normal
operations.
The engine generator output is tripped off and removed from the bus
system for one of the following conditions:
• Over/undervoltage
• Over/underfrequency
• Generator or bus overcurrent
• Generator phase sequence
Should the condition reverse, the generator can be reset by using the
GEN 1, GEN 2 switches on the ELECTRICAL POWER control panel.
AC Power Center
AC electrical power is distributed to the appropriate electrical buses under

normal and degraded operation through the AC power center (ACPC).
In addition, the ACPC provides secondary power distribution to hydraulic
pumps, flaps and slats and pitch trim circuits that are controlled by their
specific system control units.

6-6
Electrical
APU
Junction Battery
Box 5 Charger
IDG 2
APU
Gen

APU
Battery
Electrical AC
Power Power IDG 1
Right DC Control Center
Panel
Power
Center ADG GCU 2
Power
Center
External
Service
Panel
GCU 3
Figure 6.2 Electrical Power System

AC External GCU 1
Receptacle Left DC
Power
Center
Air Driven Main Battery
Generator Charger
(ADG) Main
Battery Transformer
Rectifiers (4)
PRM79_06_016
For Training Purposes Only

Copyright © Bombardier Inc.
ELECTRICAL POWER
DC BATTERY AC
SERVICE MASTER
AVAIL
OFF OFF IN USE
ON ON
IDG 1 AC POWER
P IDG 2
F AU
FAULT F AU
FAULT
IDG 1 Disconnected ALTN
DISSCC
DISC DISSCC
DISC
(Switch/Light Selected) AC ESS XFER
DISC DISC
GEN 1 APU GEN GEN 2
OFF / OFF / OFF /

GEN 1 Selected OFF RE
RESET RESET RESET
AUTO AUTO
FAIL FAIL
OFF OFF
Electrical Power Control Panel
AC ELECTRICAL
GEN 1 OFF
SERV BUS
Primary Page BUS 1 BUS 2
ESS BUS
T
BR
IDG 1 DISC
0 KVA 0 KVA 18 KVA

Status Page 0 V 0 V 115 V
0 HZ 0 HZ 400 HZ
GEN 1 OFF
GEN GEN GEN
1 2
PRM7_06_002
IDG APU DG2

DISC
IDG Disconnected
AC Electrical Synoptic Page
Figure 6.3 IDG 1 Manually Disconnected

APU Generator
The APU generator supplies AC electrical power to the aircraft buses

during ground operations with the engines off. The APU generator can be
used to power the BUSES in flight should an engine generator fail.
The APU generator output is 115 VAC, 400 Hz, and is rated at 40 kVA
from sea level up to 41,000 ft.
Generator Fault Protection
The APU generator control unit (APU GCU) controls, monitors and
provides protection and voltage regulation for the APU generator.
The APU GCU in conjunction with ACPC and the GCUs provide bus
priority logic during normal and non-normal operations.
The APU generator output is tripped off and removed from the bus system
for one of the following conditions:
• Over/undervoltage
• Over/underfrequency
• Generator and bus overcurrent
• Generator phase sequence
Should the condition reverse, the APU generator can be reset by using the
APU GEN switch on the ELECTRICAL POWER control panel.

ELECTRICAL POWER
DC BATTERY AC
SERVICE MASTER
AVAIL
OFF OFF IN USE
ON ON
IDG 1 AC POWER
P IDG 2
F AU
FAULT F AU
FAULT
ALTN
DISSC
DISC DISSCC
DISC
AC ESS XFER
DISC DISC
GEN 1 APU GEN GEN 2
OFF / OFF / OFF /

RESET RESET RESET
AUT
AUTO AUT
AUTO AU
AUTO
FAIL FAIL
AUTO
TO
OFF XFER OFF
AC ELECTRICAL
SERV BUS
BUS 1 BUS 2
ESS BUS
0 KVA 18 KVA 0 KVA

0 V 115 V 0V
0 HZ 400 HZ 0 HZ
PRM7_06_003
GEN GEN GEN

1 2
IDG1 APU IDG2
DISC
APU Generator ON
Figure 6.4 AC ELECTRICAL Synoptic Page – APU GEN ON

External AC Electrical Power
Description
An external AC power receptacle is located on the forward right side of the
aircraft below the external service panel (see figure 6.2).
The status of the external AC power source is displayed on the AC
ELECTRICAL synoptic page and switches on the external service panel
and the flight deck ELECTRICAL POWER control panel.
Control and monitoring of the external power source are accomplished
with a dedicated external power monitor.

External power is the lowest priority power source and, as such, it is only
possible to select it to power the aircraft if there are no other aircraft power
generation sources online. If the external power supply is within
acceptable limits, the green AVAIL portion of the AC AVAIL/IN USE
switch/light illuminates. External power can be selected with the
ELECTRICAL POWER control panel AC AVAIL/IN USE switch/light.
AC AVAIL/IN USE Switch/Light
The AC AVAIL/IN USE switch/light on the flight deck permits 115 VAC
external power to be supplied to the aircraft AC power system.
When external AC power is connected to the external receptacle and the
power is acceptable, the AVAIL portion of the switch/light is illuminated
green. When the switch/light is pressed and the source priority system
allows, external power is supplied to the aircraft electrical power system.
The IN USE portion of the switch/light will illuminate white and the AVAIL
portion will extinguish.
Should an aircraft source of power be brought online, the IN USE portion
of the switch/light will automatically extinguish and the AVAIL portion will
illuminate, reverting the external power source to standby, regardless of
switch position.

AC ELECTRICAL
ELECTRICAL POWER
DC BATTERY AC
SERVICE MASTER
AVAIL
SERV BUS
OFF OFF IN USE
ON ON BUS 1 BUS 2
IDG 1 AC P
POWER IDG 2 ESS BUS
F AU
FAULT F AU
FAULT 0 KVA
ALTN EXT
DISSCC
DISC DISC
DISSCC
115 V AC
400 HZ
AC ESS XFER
DISC DISC
0 KVA 0 KVA 0 KVA

GEN 1 APU GEN GEN 2
0 V 0 V 0V
OFF / OFF / OFF / 0 HZ
RESET RESET RESET 0 HZ 0 HZ
AUT
AUTO
FAIL FAIL
GEN GEN GEN
OFF XFER OFF 1 2
IDG1 APU IDG2
DISC
External AC Power Connected -
Available -Not in Use
AC ELECTRICAL
ELECTRICAL POWER
DC BATTERY AC
SERVICE MASTER
AVAIL SERV BUS
OFF OFF IN USE
ON ON BUS 1 BUS 2
IDG 1 POWER
AC P IDG 2 ESS BUS
18 KVA
F AU
FAULT F AU
FAULT EXT
ALTN
115 V AC
DISSCC
DISC DISC
DISSCC 400 HZ
AC ESS XFER
DISC DISC
0 KVA 0 KVA 0 KVA

GEN 1 APU GEN GEN 2 0 V 0 V 0V
OFF / OFF / OFF /
0 HZ 0 HZ 0 HZ
RESET RESET RESET
AUTO
AUT AUTO
AUT AUTO
AU
FAIL FAIL GEN GEN
PRM7_06_004
GEN
AUTO
TO 1 2
OFF XFER OFF
IDG1 APU IDG2
DISC
External AC Power Connected - In Use
Figure 6.5 External AC Electrical Power


External Service Panel AC Switch/Light
An external AC switch/light is available on the external service panel. Its
function is identical to that of the AC AVAIL/IN USE switch/light on the
flight deck ELECTRICAL POWER panel, with one exception.
Depressing the external AC switch/light allows external power to be
applied to the aircraft in the service configuration, which supplies AC
power to the AC service bus only. If the flight deck AC AVAIL/IN USE
switch/light is subsequently pressed, it will take priority over the external
selection and will provide external power to the entire aircraft electrical
power system.
EXT AC PUSH Switch/Light
EXT AC CKPT CALL

PUSH PUSH
HDPH
AVAIL
CALL
IN USE
APU
SHUT-OFF
ON ON TEST
PRM7_06_014
BATT ON Light
Figure 6.6 External Service Panel

AC Electrical Power Distribution
Description
115 VAC electrical power from the aircraft generators and APU generator
is distributed via the ACPC to the four AC BUSES. Electrical power is
supplied to the buses by routing the power through the ACPC and the
circuit breaker panels (CBPs). Two CBPs are installed on the flight deck.
The other two are located in the aft equipment bay and unpressurized
nose compartment.
Fault protection of the bus system and automatic generator/bus transfer is
carried out within the ACPC. This automatic fault protection and transfer
system constitutes the bus priority system.
Monitoring of system status is done using the AC ELECTRICAL synoptic
page. The aircraft AC BUS system consists of the following four buses:
• AC BUS 1 (Main)
• AC BUS 2 (Main)
• AC ESS BUS (Essential)
• AC SERV BUS (Service)
The ADG BUS is part of the emergency AC power system. It is depicted
on the AC ELECTRICAL synoptic page when the ADG is deployed.
AC BUS 1 and AC BUS 2
AC BUS 1 and AC BUS 2 are the main AC BUSES of the aircraft.

AC BUS 1 is located behind the pilot’s seat on CBP-1. AC BUS 2 is
located behind the copilot’s seat on CBP-2. The main AC BUSES receive
power from any of the three aircraft generators or from external AC power.
AC BUS 1 supplies electrical power to the AC ESS BUS. AC BUS 2
normally feeds the AC SERV BUS.
Bus protection is provided by the ACPC, the generator control units
(GCUs) and other electrical relays. The electrical relays within the ACPC
determine the bus priority system.

AC ELECTRICAL
AC SERV BUS
SERV BUS
AC BUS 1 BUS 1 BUS 2 AC BUS 2

ESS BUS
AC ESS BUS
Generator Output
Data
9 KVA 0 KVA 9 KVA
115 V 0 V 115 V
400 HZ 0 HZ 400 HZ
Generator 1 Generator 2
GEN GEN
PRM7_06_005
GEN
1 2
IDG1 APU IDG2
Figure 6.7 AC ELECTRICAL Synoptic Page
Bus Priority
AC BUS 1 and AC BUS 2 are critical buses and are protected by the bus
priority logic to ensure that the buses remain powered at all times. The
priority protection is provided by a series of electrical relays within the
ACPC.
The power source priority for AC BUS 1 is:
• GEN 1
• APU GEN
• GEN 2
• External power
The power source priority for AC BUS 2 is:
• GEN 2
• APU GEN
• GEN 1
• External power

AC ESS BUS (Essential)
The AC ESS BUS supplies power to the equipment that is essential for
flight. The AC ESS BUS powers ESS TRU 1, which produces DC power
for the DC ESS BUS. Under certain specific conditions, the AC ESS BUS
will also provide AC power to ESS TRU 2.
AC ESS BUS is normally powered by AC BUS 1. Failure of AC BUS 1 is
sensed by the AC ESS BUS automatic transfer system and the AC ESS
BUS is automatically transferred to AC BUS 2. To manually transfer the
AC ESS BUS, the AC ESS XFER switch/light on the ELECTRICAL
POWER control panel is pressed. This connects the AC ESS BUS
electrically to AC BUS 2.
When all AC power is lost during flight, the air-driven generator (ADG) is
deployed. The AC ESS BUS is powered by the ADG and is latched to the
ADG BUS. When an aircraft generator power is re-established, pressing
the PWR TXFR OVERRIDE button on the ADG CONTROL panel
de-energizes the latch relay between the AC ESS BUS and ADG BUS.
This allows the AC ESS BUS to re-establish the normal connection to
AC BUS 1 or AC BUS 2.
ELECTRICAL POWER
DC BATTERY AC
SERVICE MASTER
AVAIL
OFF OFF IN USE
ON ON
IDG 1 P
AC POWER IDG 2
F AU
FAULT F AU
FAULT
ALTN
DISSCC
DISC DISSCC
DISC
AC ESS XFER
DISC DISC
GEN 1 APU GEN GEN 2
OFF / OFF / OFF /

RESET RESET RESET
AUT
AUTO AUT
AUTO AU
AUTO
FAIL FAIL
AUTO
TO
OFF XFER OFF
Figure 6.8 AC ESS BUS Transfer

AC SERV BUS (Service)
The AC SERV BUS receives 115 VAC from AC BUS 2. The AC SERV
BUS provides power to service outlets for passenger cabin and lavatory
cleaning.
The AC SERV BUS may also receive electrical power from the external
AC ground power when in a service configuration.
Service Configuration
Connecting external AC ground power in the external receptacle

illuminates the AVAIL lamp in the EXT AC PUSH switch/light on the
external service panel and the AC switch/light on the ELECTRICAL
POWER panel. If no other AC electrical power is supplying the
AC BUSES, pressing the EXT AC PUSH switch/light on the external
service panel allows external AC electrical power to energize only the AC
SERV BUS. The service configuration allows the aircraft to be cleaned
without energizing all the other AC BUSES. Selecting any generator to ON
or connecting the external power to the buses overrides the service
configuration and normal bus configuration is resumed.

Emergency AC Power Generation
Description
Emergency AC power is supplied to the aircraft by a deployable air-driven
generator (ADG), when the normal electrical power sources become
inoperative.
The ADG system is installed on the right side of the aircraft nose. It is
designed to be automatically deployed in-flight from its stowed position
when both AC BUS 1 and AC BUS 2 are not powered. If the automatic
deployment feature fails to operate, the ADG can be deployed manually
with the manual deployment release handle located at the bottom of the
center console.
When deployed, the ADG provides 3 phase, 115 VAC, 400 Hz with a rated
output of 15 kVA. The ADG provides emergency AC power to the ADG
BUS to power Hydraulic pump 3B and to the AC ESS BUS to power
essential flight instruments, pitch trim and slats/flaps. Once powered, the
AC ESS BUS powers ESS TRU 1, which in turn provides DC power to the
DC ESS BUS and DC BATT BUS (ESS TIE closes).
NOTE
The ADG is capable of powering the AC ESS BUS

when speed is greater than 135 KIAS.
Air-Driven Generator
The air-driven generator (ADG) assembly includes an air-driven turbine

and an air-cooled brushless generator, mounted on a pivoted strut.
Normally, the assembly is stowed in a compartment at the forward right
side of the aircraft, protected by a mechanically-linked door and held in
position by a mechanical lock.
The ADG assembly is prevented from forward movement during
deceleration after touchdown by a downlock pin. The unit cannot be
stowed in-flight after deployment. This is a maintenance function, and can
only be accomplished on the ground.

An electrical heater is bonded on the ADG. The heater is used to keep the
ADG from freezing in flight. The ADG heater is controlled by the nose
landing light relay, which supplies power to the heater when the relay is
not energized. The relay is energized when the nose gear is down and
locked. A ground discrete from the PSEU energizes the relay, causing the
heater power to be removed during landing. Once the ADG is deployed,
heating is no longer required.
Auto Deploy Control Unit
The auto deploy control unit (ADCU) is located in a pressurized

compartment on the forward right side of the aircraft. ADCU circuitry
monitors the AC generators, main AC BUSES as well as the aircraft’s air/
ground status and provides an automatic deploy signal when the following
conditions are satisfied:
• AC BUS 1 and AC BUS 2 are unpowered
• No weight-on-wheels signal (aircraft in air)
• An aircraft generator was the last power source online (to prevent
deployment of ADG when the aircraft is on jacks)

Generator Control Unit
The ADG generator control unit (ADG GCU) is installed in the ADG
compartment and performs the following functions when the ADG is
deployed:
• Regulates ADG voltage
• Provides generator ready signal to system contactors
• Monitors ADG output frequency and voltage
The ADCU uses the generator-ready signal to switch the emergency
contactors allowing the ADG to provide emergency AC power to the:
• Slats and flaps system
• Pitch trim system
• AC ESS BUS
The GCU provides the following protections for the ADG:
• Overvoltage
• Underfrequency
• Feeder fault
ADG Manual Deploy Handle
The ADG may be manually deployed by pulling the ADG manual deploy
handle located aft of the center pedestal. The manual release cable
operates the uplock assembly, allowing the ADG to deploy into the
airsteam. The handle assembly also contains switches that cause the
emergency contactors and relays to energize to their emergency positions.
Uplock Assembly
The uplock assembly holds the ADG in the stowed position by a hook that
engages a roller on the ADG. The uplock hook latches onto the roller as
the ADG is brought to the stowed position and remains in the latched
position until an auto deploy command is made or the manual deploy
handle is pulled.

ADG Control Panel
The ADG control panel is located at the base of the center console and
contains the initiated BIT test switch, the test status annunciator light and
the ADG power transfer override (PWR TXFR OVERRIDE) pushbutton.
The ADG performs a built-in test (BIT) when the unit is powered up or
when the ADG control panel UNIT test switch is actuated. The switch is
used for troubleshooting and checks the ADCU interfaces.
If tested on the ground, the test status annunciator light will illuminate
2 seconds after test initiation and remains illuminated for 2 seconds if the
test is a pass. If tested in-flight, it will illuminate 5 seconds after initiation of
the test for 2 seconds. Non illumination of the annunciator indicates that
the ADCU has failed the BIT.
The PWR TXFR OVERRIDE pushbutton is only used when after ADG
deployment and operation, when one or more of the normal power
generation systems has been recovered and power is available on AC
BUS 1 or AC BUS 2. It is important that the AC ESS BUS be transferred
back to a normal power source to avoid a load shed once the ADG slows
(below 135 KIAS), thereby unpowering AC ESS BUS services.
The AC ESS BUS can be transferred to a normal power source by
pressing the PWR TXFR OVERRIDE pushbutton on the ADG control
panel. Should power to AC BUS 1 and AC BUS 2 be lost again, the ADG
will again be made available to power the AC ESS BUS.

ADG Manual Deploy

Handle in Stowed Position Unit Test Switch
NORMAL
UNIT
NIT PWR TXFR
OVERRIDE
ADG
ADG DEPLOY
TEST
CONTROL EMER FLAP
TEST Lamp
NORMAL
UNIT
NIT PWR TXFR
OVERRIDE
ADG DEPLOY
TEST
CONTROL EMER FLAP
ADG Manual
Deploy Handle
in Open
Position
PRM7_06_007
ADG in Deployed Position
Figure 6.9 ADG Auto Deploy Control Panel

AC ELECTRICAL AC ELECTRICAL
115 V ADG
115 V ADG
400 HZ 400 HZ
ADG BUS ADG BUS
SERV BUS SERV BUS
BUS 1 BUS 2 BUS 1 BUS 2
ESS BUS ESS BUS
0 KVA 0 KVA 0 KVA 18 KVA 0 KVA 0 KVA

0 V 0 V 0V 115 V 0 V 0V
0 HZ 0 HZ 0 HZ 400 HZ 0 HZ 0 HZ
GEN GEN GEN GEN GEN GEN

1 2 1 2
IDG1 APU IDG2 IDG1 APU IDG2
EMER PWR ONLY - ADG Deployed GEN 1 Selected ON
AC ELECTRICAL AC ELECTRICAL
115 V ADG
115 V ADG
400 HZ 400 HZ
ADG BUS ADG BUS
SERV BUS SERV BUS
BUS 1 BUS 2 BUS 1 BUS 2
ESS BUS ESS BUS
25 KVA 0 KVA 0 KVA 18 KVA 0 KVA 15 KVA

115 V 0 V 0V 115 V 0 V 115 V
400 HZ 0 HZ 0 HZ 400 HZ 0 HZ 400 HZ
GEN GEN GEN GEN GEN GEN

1 2 1 2
PRM7_06_008
IDG1 APU IDG2 IDG1 APU IDG2
PWR TXFR OVERRIDE Pressed GEN 2 Selected ON
Figure 6.10 ADG Synoptic Indications

DC Electrical System
Description
DC electrical power from four transformer rectifier units (TRUs) and two
nicad batteries is distributed via two DC power centers (DCPCs) to nine
DC BUSES.
DC power is separated into two distribution systems. The TRU system
carries the majority of the DC electrical load, while the battery system
provides emergency power in flight, and allows the APU to be started on
the ground.
Electrical power is supplied to the buses through the DCPCs and CBPs.
Two CBPs are installed in the flight deck. DC power distribution is
controlled from the EPCP and DC TIE contactors located within the
DCPCs.
System status is monitored on the DC ELECTRICAL synoptic page. The
aircraft DC BUS system consists of the following nine buses:
• DC BUS 1 (Main)
• DC BUS 2 (Main)
• DC ESS BUS (Essential)
• DC SERV BUS (Service)
• DC UTIL BUS (Utility)
• DC BATT BUS (Battery)
• DC EMER BUS (Emergency)
• MAIN BATT DIRECT BUS
• APU BATT DIRECT BUS

Transformer Rectifier Units
The normal source of 28 VDC electrical power for the DC system is

provided by the four transformer rectifier units (TRUs). Each TRU rectifies
the supplied 115 VAC electrical power to create unregulated 28 VDC. The
TRUs are max rated at 120 amp. The AC power source for each TRU is
identified on the DC ELECTRICAL synoptic page.
The four TRUs are:
• TRU 1
• TRU 2
• ESS TRU 1 (Essential)
• ESS TRU 2 (Essential)
Transformer Rectifier Units

(TRUs)
DC ELECTRICAL
AC AC AC AC
TRU 1 TRU 2 ESS ESS

TRU 2 TRU 1
28 V 28 V 28 V 28 V
52 A 54 A 46 A 31 A
BUS 1 ESS BUS

CROSS
BUS 2 ESS TIE
TIE
SERV BUS BATT BUS
UTIL BUS
MAIN TIE
TRUs and Main Battery

26 V
in Nose Compartment APU
BATT 1A
APU BATT
DIR BUS
PRM7_06_009
MAIN 26 V MAIN BATT

BATT 1A DIR BUS
Figure 6.11 Transformer Rectifier Units

TRU Power Distribution System
The TRU power distribution system supports the largest share of the
aircraft’s DC load. The TRUs supply the following buses:
• TRU 1 normally supplies DC BUS 1
• TRU 2 normally supplies DC BUS 2, DC SERV BUS and DC UTIL
BUS
• ESS TRU 1 normally supplies the DC ESS BUS
• ESS TRU 2 normally supplies the DC BATT BUS
DC BUS 1 and DC BUS 2
DC BUS 1 and DC BUS 2 are located on the CBPs on the flight deck. DC
BUS 1 is located behind the pilot seat on CBP-1 and DC BUS 2 is behind
the copilot seat on CBP-2. These buses are sometimes referred to as the
main DC BUSES.
DC BUS 1 and DC BUS 2 are powered by TRU 1 and TRU 2 respectively.
If the associated TRU fails, a tie contactor system provides these buses
with an alternate source of TRU power.
DC ESS BUS (Essential)
The DC ESS BUS provides power to equipment required for safe flight.
The DC ESS BUS is normally powered by ESS TRU 1. The bus is
protected in a number of ways. Should ESS TRU 1 fail, ESS TRU 2 can
be used to supply power to the DC ESS BUS. If ESS TRU 1 and ESS
TRU 2 fail, the bus can be powered via the CROSS TIE contactor by
TRU 2. Should all TRU power be lost, the DC ESS BUS will be powered
directly from the MAIN BATT DIR BUS and the APU BATT DIR BUS,
through the DC BATT BUS.
During ADG operation, the AC ESS BUS powers ESS TRU 1, which
directly powers the DC ESS BUS.

DC ELECTRICAL
AC AC AC AC
TRU 1 TRU 2 ESS ESS

TRU 2 TRU 1
28 V 28 V 28 V 28 V
52 A 54 A 46 A 31 A
DC BUS 1
BUS 1 ESS BUS
CROSS
DC BUS 2 BUS 2
TIE ESS TIE
SERV BUS BATT BUS
DC SERV BUS UTIL BUS
DC UTIL BUS MAIN TIE
APU 26 V APU BATT

BATT 1A DIR BUS
MAIN 26 V MAIN BATT

BATT 1A DIR BUS
DC ELECTRICAL
AC AC AC AC
TRU 1 TRU 2 ESS ESS

TRU 2 TRU 1
28 V 28 V 28 V 28 V
52 A 54 A 46 A 31 A
BUS 1 ESS BUS DC ESS BUS

CROSS
BUS 2 ESS TIE
TIE
SERV BUS BATT BUS DC BATT BUS
UTIL BUS
EMER BUS DC EMERG BUS

MAIN TIE (Failed)
APU 26 V APU BATT

BATT 1A DIR BUS APU BATT
PRM7_06_010
MAIN 26 V MAIN BATT

DIR BUS
BATT 1A DIR BUS
MAIN BATT
ESS BUS
Figure 6.12 DC ELECTRICAL Synoptic Page

DC BATT BUS (Battery)
The DC BATT BUS supplies the equipment essential for safe flight. The
DC BATT BUS is normally powered by ESS TRU 2. The bus is protected
in a number of ways. Should ESS TRU 2 fail, ESS TRU 1 can be used to
power the DC BATT BUS. If ESS TRU 1 and ESS TRU 2 fail, the bus can
be powered via the CROSS TIE contactor by TRU 2. If all TRU power is
unavailable, the bus can be powered directly from the MAIN BATT DIR
BUS and the APU BATT DIR BUS.
During ADG operation, the AC ESS BUS powers ESS TRU 1, which
powers the DC BATT BUS through the ESS TIE contactor.
DC SERV BUS (Service)
The DC SERV BUS supplies electrical power to supply lighting for the
passenger cabin and the external navigation lights. It is normally powered
by the TRU 2 through DC BUS 2.
DC UTIL BUS (Utility)
The DC UTIL BUS provides reading lights at the passenger service units.
The DC UTIL BUS is powered by TRU 2. Should TRU 2 or TRU 1 fail, the
DC UTIL BUS is automatically load-shed to reduce the DC electrical
loading. Load-shedding is controlled by the right DCPC with the MAIN TIE
contactor.
DC Tie Contactors
The DCPCs have five power contactors that are used to ensure that the
DC BUSES remain powered. The opening and closing of these contactors
is an automatic function of the DCPCs. Contactor status is displayed on
the DC ELECTRICAL synoptic page.
Main Tie Contactor

In the event of a TRU 1 or TRU 2 failure, the MAIN TIE contactor closes to
ensure that DC BUS 1 and DC BUS 2 remain powered. The MAIN TIE
contactor is automatically closed by DCPC 2 (right) for a number of DC
system conditions. When closed, the DC UTIL BUS is automatically
load-shed.

Essential Tie Contactor
In the event of an ESS TRU 1 or 2 failure, the ESS TIE contactor closes to
ensure that the DC BATT BUS and the DC ESS BUS remain powered.
The ESS TIE contactor is controlled by DCPC 1 (left).
DC ELECTRICAL
AC AC AC AC
TRU 1 TRU 2 ESS ESS

TRU 2 TRU 1
28 V 28 V 28 V 28 V
52 A 54 A 46 A 31 A
BUS 1 ESS BUS

CROSS
BUS 2
TIE ESS TIE DC Essential
SERV BUS BATT BUS
UTIL BUS
DC Cross Tie
MAIN TIE DC Main Tie
APU 26 V APU BATT

BATT 1A DIR BUS
MAIN 26 V MAIN BATT

BATT 1A DIR BUS
DC ELECTRICAL
AC AC AC AC
DC ESS TRU 2
TRU 1 TRU 2 ESS
TRU 2
ESS
TRU 1
Transfer Contactor
0 V 0V 28 V 28 V Closed (AC BUS 2 and
0 A 0A 35 A 35 A
TRU 1 Failed)
BUS 1 ESS BUS
CROSS
BUS 2 ESS TIE
TIE
SERV BUS BATT BUS
UTIL BUS
MAIN TIE
CHARGER
APU 26 V APU BATT
BATT 1A DIR BUS
PRM7_06_011
MAIN 26 V MAIN BATT

BATT 1A DIR BUS
Figure 6.13 Bus Tie Control

Cross Tie Contactor
In the event that both essential TRUs (ESS TRU 1 and ESS TRU 2) fail or
when both TRU 1 and TRU 2 fail, the CROSS TIE contactor closes to
ensure the DC buses remain powered (except DC UTIL BUS).
ESS TRU 2 Transfer Contactor

In the event of multiple malfunctions, the ESS TRU 2 transfer contactor
provides ESS TRU 2 with an additional source of AC power. This
contactor is normally NOT displayed on the DC ELECTRICAL synoptic
page. The contactor is energized during two specific scenarios:
• While on ADG power, if ESS TRU 1 fails, the ESS TRU 2 transfer
contactor is energized to allow ESS AC BUS to power ESS TRU 2.
• In the event that both AC BUS 2 and TRU 1 fail, the ESS TRU 2
transfer contactor is energized to allow the AC ESS BUS to power
ESS TRU 2 which in turn powers DC BUS 1, DC BUS 2 and the
SERV BUS through the closed CROSS TIE and MAIN TIE relays.
Service Bus Contactor Control

The DC service bus is energized when the aircraft is in the service
configuration. The DC service bus contactor is used to connect the APU
BATT DIR BUS to the DC SERV BUS. The contactor is energized when
the DC service switch is selected ON.
Battery Power Distribution System
The battery power distribution system represents a small portion of the

aircraft’s total DC load. The batteries provide the energy needed to start
the APU and get the APU generator online. The batteries also supply
emergency DC power in flight should all AC power be lost and the ADG is
unserviceable.
The main battery is rated at 24 VDC, 17 amp. The battery and its
AC powered charger are located in the forward unpressurized equipment
bay.
The APU battery is rated at 24 VDC, 43 amp. The battery and its
AC powered charger are located in the aft equipment bay.

The batteries supply DC electrical power to the following buses:
• MAIN BATT DIR BUS
• APU BATT DIR BUS
• DC EMER BUS
• DC BATT BUS
Main and APU Battery Direct Buses
As their name implies, these buses are powered directly from the
associated battery. The main battery is connected to the MAIN BATT DIR
BUS and the APU battery is connected to the APU BATT DIR BUS. The
buses provide power to the services that are primarily related to ground
operation. The buses are located in CBP-5 and CBP-6 and are not
accessible in flight.
DC EMER BUS (Emergency)
The DC EMER BUS provides power to the engine and APU fire
extinguishers and fuel and hydraulic shutoff valves. The bus is connected
to the APU DIR BATT BUS and the BATT BUS and is continuously
powered. The DC EMER BUS is located on CBP-1.
The DC EMER BUS is only displayed on the DC ELECTRICAL synoptic
page when:
• One of the two power sources is faulted, or
• The DC EMER BUS is faulted and both sources of power are removed
DC BATT BUS (Battery)
The BATT BUS is critical to flight. When the BATTERY MASTER switch is
selected, the BATT BUS is directly connected to both the MAIN BATT DIR
BUS and APU BATT DIR BUS.
When AC power is available, the BATT BUS is powered by ESS TRU 2.
ESS TRU 1 is available, through the ESS TIE to provide backup power.

Emergency Tie Contactors
In flight, with the ADG deployed and operating, the ADG powers the
AC ESS BUS that in turn powers the ESS TRU 1. The DC ESS BUS and
the BATT BUS (through the ESS TIE) are powered by ESS TRU 1 during
ADG deployment. Should ESS TRU 1 fail, ESS TRU 2 will be powered by
AC ESS BUS through the ESS TRU 2 transfer contactor.
In flight, if all generators fail and the ADG is inoperative, the DC BATT
BUS and the DC ESS BUS are powered from the main and APU batteries.
After landing a latching circuit ensures that the DC ESS BUS remains
powered. The main and APU batteries are capable of supplying
approximately 30 minutes of DC emergency power.
Figure 6.14 DC ELECTRICAL – ADG Deployed

DC Ground Services
The DC SERV BUS is normally powered by the TRU 2 when AC power is

applied to the aircraft. The DC SERV BUS provides lighting in the
passenger cabin and power for the navigation lights used during towing of
the aircraft.
Selecting the electrical control panel’s DC SERVICE switch to ON
connects the DC SERV BUS directly to the battery-powered APU BATT
DIR BUS.

Description
The ELECTRICAL POWER control panel provides control and system
indications for the AC and DC electrical systems. System operation and
fault presentation are provided on the primary and status pages. The AC
and DC ELECTRICAL synoptic pages are used to monitor the AC and DC
systems and services.
The EXTERNAL SERVICE panel provides control of the service
configuration of the AC electrical system. Indicator lights identify when the
external power is applied to the buses and the master battery switch
selection.
The ADG manual deploy handle is used to deploy the ADG should ADG
automatic deployment not occur. The ADG AUTO DEPLOY CONTROL
unit serves two functions. It allows the ADG unit to be tested and when the
ADG is deployed it allows the AC ESS BUS to be transferred back to the
normal AC distribution and transfers control of the ACMP 3B pump back to
the normal control logic.
DC Service Switch
ELECTRICAL POWER Battery Master Switch
DC BATTERY AC
SERVICE MASTER
AVAIL AC External Power
OFF OFF IN USE Switch/Light
ON ON
IDG 1 AC P
POWER IDG 2
F AU
FAULT F AU
FAULT
ALTN
DISSCC
DISC DISSCC
DISC
AC ESS XFER
DISC DISC
IDG Switch/Lights
GEN 1 APU GEN GEN 2
OFF / OFF / OFF /

RESET RESET RESET
PRM7_06_013
AUTO
AUT AUTO
AUT AUTO
AU
FAIL FAIL
AUTO
TO
OFF XFER OFF
Generator Switches
Figure 6.15 ELECTRICAL POWER Control Panel

EXT AC PUSH Switch/Light
EXT AC CKPT CALL

PUSH PUSH
HDPH
AVAIL
CALL
IN USE
APU
SHUT-OFF
ON ON TEST
PRM7_06_014
BATT ON Light
Figure 6.16 External Service Panel

AC ELECTRICAL
SERV BUS
BUS 1 BUS 2 AC Electrical Buses (4)

ESS BUS
Green Flow Line
Black No Flow Line

9 KVA 0 KVA 9 KVA
115 V 0 V 115 V
400 HZ 0 HZ 400 HZ Generator Output Boxes (3)
GEN GEN GEN

1 2
IDG1 APU IDG2
DC ELECTRICAL
AC AC AC AC
TRU 1 TRU 2 ESS ESS

TRU 2 TRU 1
28 V 28 V 28 V 28 V TRU Output Boxes (4)
52 A 54 A 46 A 31 A
BUS 1 ESS BUS Green Flow Line

CROSS
BUS 2
TIE ESS TIE
Open Tie
SERV BUS BATT BUS
UTIL BUS
Black No Flow Line

MAIN TIE
APU Battery Output

APU 26 V APU BATT
BATT 1A DIR BUS
PRM7_06_015
MAIN 26 V MAIN BATT

BATT 1A DIR BUS
Main Battery Output

EICAS Messages
The electrical system messages are shown on the EICAS primary and
status pages. System messages and inhibits are listed in the following
ADG has deployed after loss of all normal AC

EMER PWR ONLY 2
electrical power.


Fault preventing a power source other than GEN 1
AC 1 AUTOXFER 1-2-3
from feeding AC BUS 1.
Fault preventing a power source other than GEN 2

AC 2 AUTOXFER 1-2-3
from feeding AC BUS 2.
AC BUS 1 2-3 AC BUS 1 not powered.
AC BUS 2 2-3 AC BUS 2 not powered.
AC ESS BUS 2-3 AC ESS BUS <90 VAC.
AC SERV BUS 1-2-3 AC SERV BUS <90 VAC while AC BUS 2 is powered.
APU BATT OFF 1-2-3 APU battery voltage <18 VDC.
APU GEN OFF 2-3 APU GEN is OFF.
APU GEN OVLD 1-2-3 APU GEN load is >40 kVA.
BATTERY BUS 2-3 BATT BUS is inoperative.
DC BUS 1 2-3 DC BUS 1 not powered and AC BUS 1 powered.
DC BUS 2 2-3 DC BUS 2 not powered and AC BUS 2 powered.
DC EMER BUS 2-3 DC EMER BUS is not powered.
DC ESS BUS 2-3 DC ESS BUS inoperative.
DC SERV BUS not powered with DC BUS 2 powered

DC SERV BUS 1-2-3
or DC SERV on and APU battery 18 VDC.
GEN 1 OFF 2-3 GEN 1 is OFF with L engine operating.
GEN 2 OFF 2-3 GEN 2 is OFF with R engine operating.
GEN 1 OVLD 1-2-3 GEN 1 load is >40 kVA.
GEN 2 OVLD 1-2-3 GEN 2 load is >40 kVA.
IDG 1 2-3 IDG 1 low oil pressure or high oil temperature.
IDG 2 2-3 IDG 2 low oil pressure or high oil temperature.
MAIN BATT OFF 1-2-3 Main battery voltage <18 VDC.

MESSAGE LOGIC
AC 1 AUTOXFER OFF AC 1 auto-transfer inhibited.
AC 2 AUTOXFER OFF AC 2 auto-transfer inhibited.
Essential transfer contactor closed, AC ESS BUS supplied

AC ESS ALTN
by AC BUS 2 either automatically or by manual selection.
ADG AUTO FAIL ADCU or uplock solenoid failed or ADCU is unpowered.
ADG FAIL ADG GCU failure.
APU BATT CHGR APU battery overheating or not charging.
DC cross bus tie closed. Closes when both ESS TRU 1 and
DC CROSS TIE CLSD
ESS TRU 2 fail or both TRU 1 and TRU 2 fail.
DC essential tie closed. Closes when either or both ESS

DC ESS TIE CLSD
TRU 1 and ESS TRU 2 fail.
DC main tie closed. Closes when either or both TRU 1 and

DC MAIN TIE CLSD
TRU 2 fail.
ESS TRU 1 <18 VDC with AC ESS BUS powered or ESS

ESS TRU 1 FAIL
TIE contactor closed.
ESS TRU 2 <18 VDC with AC BUS 2 powered or ESS TRU

ESS TRU 2 FAIL 2 contactor not closed or ESS TRU 2 contactor closed and
AC ESS BUS powered.
ESS TRU 2 XFER ESS TRU 2 contactor closed.
IDG 1 not rotating with L engine running (N2 >20%) or

IDG 1 DISC
confirmation of IDG disconnect.
IDG 2 not rotating with R engine running (N2 >20%) or

IDG 2 DISC
confirmation of IDG disconnect.
MAIN BATT CHGR Main battery overheating or not charging.
TRU 1 <18 VDC with AC BUS 1 powered or MAIN TIE

TRU 1 FAIL
contactor closed.
TRU 2 <18 VDC with AC BUS 2 powered or MAIN TIE

TRU 2 FAIL
contactor closed.
TRU FAN FAIL Fan failed on any one of the four TRUs.


CB LABEL
SOURCE LOCATION
AC ESS FEED AC ESSENTIAL CBP1-S2
AC ESS FEED 1 – AC PWR CTR
AC ESS FEED 2 – AC PWR CTR
ACPC CONT 1 DC BUS 1 CBP1-D13
ACPC CONT 2 DC BUS 2 CBP2-L9
ACPC CONT 3 BATTERY BUS CBP2-N1
AC SERVICE FEED AC SERVICE CBP2-E2
APU GEN POR – AC PWR CTR
CABIN FEED 1 – AC PWR CTR
BATT BUS FEED BATTERY BUS CBP2-N2
CABIN FEED 2 – AC PWR CTR
CTRL PWR 1 – AC PWR CTR
EXT AC POR – AC PWR CTR
EXT AC PWR 1 MAIN BATT DIR BUS CBP6-A8
EXT AC PWR 2/ELT
APU BATT DIR BUS CBP5-A8
DONGLE
EXT AC V/F SENSE – AC PWR CTR
GCU 1 BATTERY BUS CBP1-Q9
GEN 1 POR – AC PWR CTR
GEN 2 POR – AC PWR CTR
IDG 1 DISC BATTERY BUS CBP5-C7
IDG 2 DISC BATTERY BUS CBP5-C8
Figure 6.21 Circuit Breakers – Electrical

CB LABEL
SOURCE LOCATION
PWR SENS AC ESSENTIAL CBP1-S11
PWR SENS AC BUS 1 CBP1-C14
PWR SENS AC SERVICE CBP2-D10
PWR SENS AC BUS 2 CBP2-C14
SERVICE BUS FEED – AC PWR CTR
TRU EMP IN – AC PWR CTR
TRU EMP OUT – AC PWR CTR
AC ESS FEED – ADG PWR CTR
ADG BUS FEED – ADG PWR CTR
ADG DEPLOY AUTO BATTERY BUS CBP2-N6
ADG DEPLOY MAN BATTERY BUS CBP2-N7
ADG HEATER BATTERY BUS CBP1-C13
ADG LOADS 1 – ADG PWR CTR
ADG LOADS 2 – ADG PWR CTR
ADG V/F SENSE – ADG PWR CTR
APU BATT CONT APU BATT DIR BUS CBP5-A3
APU BATT DIR FEED DC EMERGENCY CBP1-R1
APU BATT PWR SENS APU BATT DIR BUS CBP5-A1
APU BATT PWR SENS REF APU BATT DIR BUS CBP5-A2
APU CHARGER AC SERVICE CBP2-E5
BATT/ESS XFEED – R DC PWR CTR
DC 1 FEED DC BUS 1 CBP1-D6
DC 1/2 XFEED – R DC PWR CTR
DC 2 FEED DC BUS 2 CBP2-L8
DC ESS FEED DC ESSENTIAL CBP2-R6
DC ESS FEED – L DC PWR CTR
DC UTILITY FEED DC UTILITY CBP2-L7
DCPC 1 APU BATT DIR BUS CBP5-A4

CB LABEL
SOURCE LOCATION
DCPC 2 MAIN BATT DIR BUS CBP6-B1
EMER BUS FEED BATTERY BUS CBP1-L10
EMER BUS FEED APU BATT DIR BUS CBP5-A10
ESS TRU 1 AC ESSENTIAL CBP1-T2
ESS TRU 1 – LOGIC PWR – L DC PWR CTR
ESS TRU 1 – SENSE HI – L DC PWR CTR
ESS TRU 1 – SENSE LO – L DC PWR CTR
ESS TRU 2A AC BUS 2 CBP2-C5
ESS TRU 2B AC ESSENTIAL CBP1-T5
ESS TRU 2 – LOGIC PWR – R DC PWR CTR
ESS TRU 2 – SENSE HI – R DC PWR CTR
ESS TRU 2 – SENSE LO – R DC PWR CTR
FEED – BATT BUS – R DC PWR CTR
FEED – DC 2 – R DC PWR CTR
FEED – DC UTIL – R DC PWR CTR
MAIN BATT CHARGER
MAIN BATT DIR BUS CBP6-B6
OUTPUT
MAIN BATT CONT MAIN BATT DIR BUS CBP6-A3
MAIN BATT PWR SENS MAIN BATT DIR BUS CBP6-A1
MAIN BATT PWR SENS
MAIN BATT DIR BUS CBP6-A2
REF
MAIN BATTERY CHARGER AC BUS 1 CBP1-C5
PWR SENS DC BUS 1 CBP1-D14
PWR SENS BATTERY BUS CBP1-L3
PWR SENS DC UTILITY CBP-2L1
PWR SENS DC BUS 2 CBP2-L10
PWR SENS DC SERVICE CBP2-M11
PWR SENS DC ESSENTIAL CBP2-R11
PWR SENS DC EMERGENCY CBP1-R11

CB LABEL
SOURCE LOCATION
RCCB APU BATT – CBP1-D2
RCCB DC 1 – CBP1-D3
RCCB DC 2 – CBP1-D4
RCCB DC ESS – CBP1-D5
RCCB MAIN BATT – CBP1-D1
SERV BUS FEED DC BUS 2 CBP2-F5
SERV BUS FEED APU BATT DIR BUS CBP5-A9
TRU 1 AC BUS 1 CBP1-B5
TRU 1 – LOGIC POWER – L DC PWR CTR
TRU 1 – SENSE HI – L DC PWR CTR
TRU 1 – SENSE LO – L DC PWR CTR
TRU 2 AC BUS 2 CBP2-B5
TRU 2 – LOGIC POWER – R DC PWR CTR
TRU 2 – SENSE HI – R DC PWR CTR
TRU 2 – SENSE LO – R DC PWR CTR
XFEED – BATT/ESS – L DC PWR CTR
XFEED – DC 1/2 – L DC PWR CTR


TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Air Conditioning System Controller . . . . . . . . . . . . . . . . . . . . . . . 7-4
Air Conditioning Packages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Pack Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Automatic Temperature Control. . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Manual Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Pull Up/Pull Down Temperature Function . . . . . . . . . . . . . . . . . . 7-8
Pack Temperature Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Ram Air Scoop. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Ram Air Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Pneumatic Sources. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
In-flight Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Ground Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Distribution and Recirculation Systems . . . . . . . . . . . . . . . . . . . . . 7-11
Air Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Recirculated Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Flight Deck Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Passenger Cabin Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
Galley and Lavatory Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
Galley. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
Lavatory Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
Cargo Bay Conditioned Air . . . . . . . . . . . . . . . . . . . . . 7-14
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Ventilating Airflow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Optional Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Smoke Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
Copyright © Bombardier Inc. Environmental Control System

TABLE OF CONTENTS
Avionics Equipment Cooling. . . . . . . . . . . . . . . . . . . . . 7-16
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
Display Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
Electronic Equipment Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
Ground Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
Cabin Pressure Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
CABIN PRESS Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
EICAS Pressurization Indications. . . . . . . . . . . . . . . . . . . . . . . . 7-22
Outflow Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
Flotation Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
Safety Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
Ground Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
Automatic Pressurization Modes . . . . . . . . . . . . . . . . . . . . . . . . 7-26
Manual Pressurization Control . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28
Emergency Depressurization Control. . . . . . . . . . . . . . . . . . . . . 7-29
System Testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30
EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-36
Environmental Control System Copyright © Bombardier Inc.

LIST OF FIGURES
Figure 7.1 AIR CONDITIONING Control Panel . . . . . . . . . . . . . . . . . 7-3
Figure 7.2 Air Conditioning Unit (PACK) . . . . . . . . . . . . . . . . . . . . . . 7-5
Figure 7.3 Low-Pressure Ground-Air Connection . . . . . . . . . . . . . . 7-10
Figure 7.4 Air Conditioning Distribution . . . . . . . . . . . . . . . . . . . . . . 7-13
Figure 7.5 AFT Cargo Bay Conditioned Air . . . . . . . . . . . . . . . . . . . 7-15
Figure 7.6 DSPLY/AVIONICS FAN Control Panel. . . . . . . . . . . . . . 7-17
Figure 7.7 Display and Electronic Equipment Cooling. . . . . . . . . . . 7-19
Figure 7.8 Pressurization Simplified Diagram . . . . . . . . . . . . . . . . . 7-23
Figure 7.9 Flotation Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
Figure 7.10 Differential Pressurization. . . . . . . . . . . . . . . . . . . . . . . . 7-25
Figure 7.11 CABIN PRESS Control Panel – Manual . . . . . . . . . . . . . 7-28
Figure 7.12 Cabin Pressure Microprocessor . . . . . . . . . . . . . . . . . . . 7-29
Figure 7.13 ECS Synoptic Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30
Figure 7.14 AIR CONDITIONING Control Panel . . . . . . . . . . . . . . . . 7-31
Figure 7.15 AIR CONDITIONING Control Panel (Manual) . . . . . . . . 7-32
Figure 7.16 CABIN PRESS Control Panel (EMER DEPRESS). . . . . 7-32
Figure 7.17 CABIN PRESS Control Panel (Manual) . . . . . . . . . . . . . 7-33
Figure 7.18 DSPLY and AVIONICS FAN Control Panel . . . . . . . . . . 7-33
Figure 7.19 Primary Page (Manual Pressurization) . . . . . . . . . . . . . . 7-34
Figure 7.20 ECS Synoptic Page – Pressurization . . . . . . . . . . . . . . . 7-34

LIST OF FIGURES
Figure 7.25 Circuit Breakers – ECS . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39

ENVIRONMENTAL CONTROL SYSTEM

Introduction
The environmental control system (ECS) provides regulated conditioned
air to the flight deck and passenger cabin by using two air conditioning
units or packages (PACKs). The aft cargo bay is ventilated, as are the
electronic displays on the flight deck and the electronic equipment in the
avionics bay.
Aircraft pressurization is accomplished by regulating the overboard
discharge of conditioned air.
The following ECS options are available:
• Supplementary heating of the aft cargo bay
• External low-pressure conditioned air connection
• Ozone filtration of the conditioned air for aircraft that are operated at
high altitudes for extended periods
Air Conditioning
Description
The air conditioning system uses extremely hot pressurized bleed air to
create a controlled atmosphere within the aircraft. There are two
air conditioning systems. Each system has its own air conditioning system
controller, air conditioning package and distribution ducting.
The two systems share a ram air cooling system and a common method of
extracting exhaust air.
Independent temperature control systems for the flight deck and
passenger cabin can be operated in both automatic and manual modes
from the AIR CONDITIONING control panel.

RECIRC FAN
Activates both recirculation
L/R PACK fans and allows recirculation
Turns the pack on. air to be mixed with conditioned
FAULT - Pack fault detected. air for delivery to the flight deck
OFF - Indicates pack is off. and passenger cabin.
AIR – CONDITIONING
R OFF
FAULT FAULT E F
C A OPENN
I N
OFF OFF R
C ON
L PACK R
RAM–AIR
M
HOT MAN A MAN HOT
N
COLD C
COLD
CKPT AFT CARGO CABIN
OFF
A
I
R
COLD HOT COND
OND COLD HOT
AIR
R
CKPT CARGO CABIN

Adjusts the respective Controls air circulation Adjusts the respective
compartment temperature in cargo bay. compartment temperature
in automatic mode. OFF - Closes intake and in automatic mode.
exhaust SOVs to seal aft
cargo bay enclosure.
AIR - SOVs opened,
recirculated or conditioned
air ventilates aft cargo bay.
COND AIR - SOVs opened,
PRM7_07_011
air ventilates the aft cargo bay.
Electric heater maintains bay
temperature.
Figure 7.1 AIR CONDITIONING Control Panel

Air Conditioning System Controller
Two dual-channel air conditioning system controllers (ACSC 1 and

ACSC 2) monitor and control the air conditioning systems. Each controller
in itself is divided into two fully redundant channels; A and B. Only one
channel of each controller is active at any time and controls the air
conditioning system and bleed system for their applicable side. The other
channel maintains a monitoring/standby mode. ACSC 1 controls the left
pack; ACSC 2 controls the right pack.
Inside each controller, the active and standby channels are internally
linked to allow crosstalking. Should an active channel fail, the standby
channel automatically assumes the active role. Active channel assignment
is automatically switched between the channels on a daily basis. There
are no EICAS indications of active channel assignment.
System temperatures and pressures are measured at various points within
the bleed air system, air conditioning packs and flight deck and passenger
cabin. The data is collected and used by the ACSCs to control the
operation of the air conditioning packs.
The ACSC, in addition to controlling air-conditioning manages the bleed
air system. Refer to PRM Chapter 19, Pneumatics, for details regarding
the ACSC bleed air management.

Air Conditioning Packages
The air conditioning packages are located in the aft equipment bay and
are commonly referred to as the left and right packs. The right pack
normally supplies the passenger cabin while the left pack supplies the
flight deck. The packs provide conditioned air for the fuselage
compartments by decreasing the temperature and water content of the
bleed air used in the conditioning process.
Hot Ram Air

Intake
Sprayer
Water Drain Secondary
Heat
Cold Exchanger
Water Reheater Primary
Extractor ACM Heat
Pack Exchanger
Discharge
Temp Flow
Sensors Control
Valve
Fan
Manifold Bleed Air

Temp
Conditioned Air Sensors
Condenser Ram Air
To Distribution Precooler
PRM9_07_001
Duct Air Out Regulating

Temperature Valve
Control Valve
Figure 7.2 Air Conditioning Unit (PACK)

Pack Valves
Flow control valves (pack valves), are used to control the mass airflow
through the packs. The pack valves are electrically-controlled,
pneumatically-operated, modulating shutoff valves. Selecting the
associated PACK switch/light on the AIR CONDITIONING panel operates
the pack valves.
Airflow through the pack varies with aircraft altitude, number of packs
operating and the differential between the commanded and actual ambient
temperatures. During single-pack operation, the ACSC commands the
operating pack to operate at the highest rate of flow.
The pack valves are automatically closed when either engine START
switch/light is pressed. Shutting down the air conditioning systems (if
running), ensures that the air turbine starters receive sufficient airflow for
starter operation. When the start valve closes, the packs return to their
previous selection.
Temperature Control
When cold air is requested, three heat exchangers and an air cycle
machine (ACM) are used to cool the temperature of the bleed air. A
precooler lowers the temperature of the bleed air prior to entering the
pack. From the precooler, the air is cooled again by the primary heat
exchanger and then is sent to the ACM compressor where the pressure
and temperature of the air is increased significantly. From the compressor,
the air is passed through the secondary heat exchanger where it
experiences a third level of cooling.
From the secondary heat exchanger, the air is directed to the water
extraction loop. The high-pressure water extraction loop consists of a
reheater, condenser and water extractor. Using simple air-to-air heat
extraction principles, the reheater warms the airflow from the water
extractor. The air is reheated again prior to entering the ACM to improve
the efficiency of the heat extraction turbine. Airflow from the reheater
passes through the condenser portion. The condenser cools the airflow to
promote condensation of the water vapor in the bleed air prior to entering
the water extractor. The water extractor removes the water and sprays it
into the ram air duct. Adding moisture to the ram air improves the cooling
efficiency of the three heat exchangers.

The temperature control valve allows hot bleed air to bypass the cooling
and water extraction sections of the pack. By blending air from the bypass
duct with air from the pack, the desired temperature can be achieved.
The ACSC provides anti-ice protection for the pack. When ice is detected
in the water extraction loop, the discharge temperature of the pack is
increased by opening the temperature control valve. Opening the valve
melts the ice in the condenser and prevents additional ice from forming in
the water extraction loop.
Automatic Temperature Control
The ACSC controls the mixing of cold air from the ACM and hot air from
the bypass duct by regulating the position of the temperature control valve.
Temperature control valve regulation is a function of the temperature
selected at the AIR CONDITIONING panel and the actual temperature as
measured by the temperature sensor or sensors in the compartment.
Flight deck temperature is monitored by one sensor while the passenger
cabin is monitored by a number of sensors distributed throughout the
compartment.
When the air conditioning system is operated in automatic mode, the
actual and selected temperatures for each compartment are displayed on
the ECS synoptic page. The passenger cabin’s actual temperature is also
displayed on the EICAS status page.
Manual Temperature Control
Manual control of the flight deck or passenger cabin temperature is

accomplished at the AIR CONDITIONING control panel. In manual mode,
the pilot controls the airflow through the pack by direct actuation of the
temperature control valve. The pack discharge temperature can be
increased or decreased by means of the HOT-COLD toggle switch. The
pack discharge temperature is displayed on the status page and ECS
synoptic page. The pack discharge temperature is monitored by the DCU.
If the discharge temperature is not within the range of 5 to 85°C, the pack
discharge temperature is displayed as amber on EICAS.
When a pack is operated in manual mode, the selected temperature
indication for the associated pack is removed from the ECS synoptic page.

Pull Up/Pull Down Temperature Function
On the ground, when the ACSC detects a temperature difference greater
than 10°C between the selected and actual compartment temperature, a
pull-up or pull-down sequence is initiated. The sequence shifts the pack to
high airflow and change the pack’s operating temperature limits to ensure
maximum cooling or heating capability.
The pack utilizes a ram air regulating valve (RARV). Normally the valve is
open. To effect temperature pull-up, the ACSC closes the valve to reduce
the ram airflow across the precooler thereby decreasing the cooling
efficiency of the heat exchanger and increasing the pack discharge
temperature single pack operation on the, the RARV on the inactive side is
commanded closed, allowing more ram air flow through the precooler on
the active side.
Pack Temperature Protection

Airflow temperature is monitored by sensors at various locations inside the
pack. In auto mode when an over temperature condition is detected, the
ACSC automatically closes the pack valve; the pack shuts down and the
associated L or R PACK TEMP caution message is displayed.
In manual mode, if pack discharge temperature is 5°C or 85°C, the
associated L or R PACK TEMP caution message is displayed.
Ram Air Scoop

Ram air taken from the air scoop at the base of the vertical fin, is used as
the cooling medium for the air-to-air heat exchangers. Ram air passes
through the secondary, primary and precooler heat exchangers to extract
heat from the bleed air used by the air conditioning systems. The ram air
after passing through the heat exchangers, is discharged through exhaust
vents on the lower left and right sides of the aft fuselage.
On the ground, the airflow through the ram air scoop is inadequate for
cooling of the heat exchangers. A fan, mechanically driven by the air cycle
machine, is installed in the ram air duct to increase the airflow through the
duct for cooling of the heat exchangers.

Ram Air Valve
If both air conditioning systems fail, ram air can be used to ventilate the
flight deck and passenger cabin at low altitude. Selecting the guarded
RAM AIR switch/light to open allows air from the ram air scoop to enter the
mixing manifold for distribution to both the flight deck and passenger
cabin.

Pneumatic Sources
In-flight Operations
The ACSC automatically selects the appropriate bleed air source for the
various phases of flight when both the APU and engines are operating.
Refer to the Pneumatics chapter of this manual for details regarding ACSC
bleed air management.
When the bleed air system is operated in MANUAL mode, the APU can
supply sufficient air to operate both packs up to an altitude of FL250.
When the APU is supplying bleed air above this altitude, the EICAS
caution message APU BLEED ON is displayed.
Ground Operations
During ground operations, the air conditioning packs can be operated with
air from the APU, the engines or from an external air cart.
An optional low-pressure air conditioning cart can be connected to the
aircraft. The conditioned low-pressure air bypasses the packs and
conditioned air is discharged directly into the mixing manifold for
distribution to the flight deck and passenger cabin.
WARNING
WHEN THE LOW-PRESSURE AIR
GROUND CONNECTION IS USED THE
MAIN CABIN DOOR OR AVIONICS
BAY DOOR MUST BE OPEN
PRM7_07_002
LOW-PRESSURE AIR GROUND

CONNECTION
MAXIMUM PRESSURE 0.450 PSIG (3.1 KPa)
MAXIMUM AIR FLOW 85 LB/MIN (38.5 Kg/MIN)
MINIMUM TEMPERATURE 37°F. (3°C.)
MAXIMUM TEMPERATURE 158°F. (70°C.)
Figure 7.3 Low-Pressure Ground-Air Connection

Distribution and Recirculation Systems
Air Distribution
Conditioned air from the air conditioning packages is blended with filtered
recirculated air from the passenger cabin to optimize ECS performance.
The blending of conditioned and recirculated air occurs inside the mixing
manifold.
The mixing manifold allows mixing of the recirculated and conditioned air
while segregating the output of the left pack from that of the right pack.
The left pack supplies the flight deck; the right pack supplies the
passenger cabin. Should either pack fail, the mixing manifold allows the
operable pack to supply conditioned air to both the flight deck and
passenger cabin.
During dual pack operation the flow split between the cockpit and cabin is
88% for the cabin and 12% for the cockpit.
Recirculated Air
After conditioning the cabin, the air is removed from the cabin by dado
panels located at floor level on the left and right sides of the cabin. The
dado panels are connected to exhaust ducts. Each exhaust duct contains
a recirculation fan. The exhaust air is filtered and returned to the mixing
manifold for blending with the conditioned air. During ECS operation, the
recirculation air ratio can be as high as 34% of the total airflow. The
RECIRC FAN switch on the AIR CONDITIONING panel energizes the
recirculation fans. The system is monitored by the ACSC.
Flight Deck Distribution
The mixing manifold provides left pack/recirculated air through a duct to

the flight deck gaspers, vents and side console outlets. The air is also
used as a backup source of cooling for the EICAS and EFIS displays.

Passenger Cabin Distribution
From the mixing manifold, three ducts direct right pack/recirculated air to
the passenger cabin, galleys and lavatory(s). The forward duct supplies
the front and midsections of the cabin as well as the galleys and optional
forward lavatory. The second duct supplies the aft cabin and aft lavatory.
The third duct delivers conditioned air directly from the mixing manifold to
the passenger service unit (PSU) gaspers.
Most conditioned/recirculated air enters the passenger cabin at the ceiling.
The remainder of the conditioned air is discharged at the cabin sidewalls
below the PSU or from the gaspers.
Conditioned air is exhausted from the cabin at floor level. The exhaust air
is reused by the recirculation system or discharged into the underfloor
area.
Galley and Lavatory Ventilation
To avoid unpleasant odors in the passenger cabin, air from the lavatory
and galley areas is exhausted underfloor via dedicated exhaust systems.
To prevent migration of odors into the passenger cabin, the exhaust fans
extract more air from these areas than is supplied by the conditioned air
system. A vent is installed in the lavatory wall to equalize pressure in both
compartments.
Galley
The galley receives conditioned air from the forward cabin duct. An electric
heater is installed in the delivery duct to provide supplementary heating to
the potentially cold galley door area. The heater is controlled at the galley
control panel.
Lavatory Ventilation
A gasper supplies fresh air to the lavatory compartment.

Passenger
Flight Deck Galley Aft Cargo Aft Pressure
Cabin Bulkhead
Bay
Outflow
Flight Deck FWD Cabin Aft Cabin Valve
External
Mixing Manifold Air
ECS
COCKPIT CABIN
Ram Air 220C

0
20 C
SELECTED
ACTUAL
250C
200C
Left Pack Right Valve 21°c 21°c
Pack Valves Pack RAM
AIR
PACK 1 PACK 2
32 32
PSI PSI
Isolation Engine CPAM

APU
PRESS CONT 1
Valve Bleed C AL T
RATE
560
0
560
0
FT
FPM
APU Valve P
LDG ELEV
0.0 0.0
560
PSI
FT
LCV
External ECS Synoptic Page
PRM7_07_003
Air Cont Legend
Pressurized And Air Conditioned
Auxiliary
Power Unit Pressurized And Ventilated
Unpressurized
Figure 7.4 Air Conditioning Distribution

Cargo Bay Conditioned Air
Description
Both the forward and aft cargo bays are pressurized. Only the aft cargo
bay is ventilated by conditioned air.
Ventilation and the optional heating of the aft cargo bay are operated from
the AIR CONDITIONING control panel. The system is controlled by
ACSC 2 and continuously monitored. If a fault is detected, the crew is
alerted by EICAS.
The forward and aft cargo bays are rated as “Class C” compartments.
When smoke is detected in the aft compartment, all ventilating airflow is
stopped to create an airtight compartment for containment of the
extinguishing agent.
Ventilating Airflow
Recirculated cabin air is used to ventilate the aft cargo bay. Air, under
positive pressure, is taken from the cabin exhaust duct downstream of the
left recirculation fan. An intake shutoff valve on the supply duct controls
the flow of air into the aft cargo bay.
When the recirculation fans are selected OFF, conditioned air from the
mixing manifold becomes the alternate source of ventilating air.
Selecting the AFT CARGO switch to AIR opens the intake and exhaust
shutoff valves and allows the aft cargo bay to be ventilated. When OFF is
selected both valves are closed, and airflow is stopped.
Optional Heating
Selecting the AFT CARGO switch to COND AIR provides automatic

temperature control of the aft cargo bay.
Controlled by the ACSC 2, the system maintains the aft cargo bay
temperature between 16°C (60°F) and 27°C (80°F). When supplementary
heating becomes necessary, an electric heater is automatically energized.
The heater has built-in thermal protection.

When COND AIR is selected and the compartment temperature exceeds
the normal range, the heater is de-energized and the AFT CARGO OVHT
caution message is displayed. Repositioning the AFT CARGO switch to
AIR removes the caution message from the EICAS primary display.
Smoke Detection
Three smoke detector units are provided in the fwd cargo bay and two in
the aft cargo bay. When smoke is detected in the aft cargo bay by either
detector the optional heater is shut down and the intake and exhaust
shutoff valves automatically close. Refer to the Chapter 8, Fire and
Overheat Protection of this manual for details regarding the cargo smoke
detection system.
R OFF
FAULT FAULT E F
C A OPENN
I N
OFF OFF R
C ON
L PACK R
RAM–AIR
M
HOT MAN A MAN HOT
N
COLD COLD
C
OFF
A
I
R
COLD HOT COND COLD HOT
AIR
PRM7_07_004
Figure 7.5 AFT Cargo Bay Conditioned Air

Avionics Equipment Cooling
Description
The flight deck cathode ray tubes (CRTs) are cooled and ventilated by
airflow to prevent thermal shutdown of the displays. Two fans are utilized;
one fan operates on the ground, the other in-flight. Either fan can be
activated by the pilot to provide backup if the operating fan fails. Should
both fans fail, the system is designed to provide a safe amount of air
directly from the flight deck air conditioning duct to the CRTs.
Avionics bay equipment uses ambient underfloor air for cooling. One of
two avionics exhaust fans draw airflow from the avionics bay.
Display Cooling
Three separate sources of cooling air guarantee that airflow is provided to

the EFIS and EICAS CRT displays to prevent overheating. Only one
source is available at any time.
One fan normally operates in-flight, the second on the ground. Automatic
switching between the two fans occurs at takeoff and landing and is a
function of the proximity sensor electronic unit (WOW signal). The fans are
controlled by the ACSCs.
The cooling air is exhausted into the free space at the back of the
displays. The heated exhaust air is collected by a duct that directs the
exhaust air into the aft section of the avionics bay. This exhaust flow is
induced by one of two avionics exhaust fans.
The DSPLY FAN rotary switch on the center pedestal allows the pilot to
select a backup if the operating fan fails. The switch is labeled: GND
ALTN, NORM, FLT ALT and STDBY.
A low-flow sensor warns of duct blockage or fan failure. The DISPLAY
COOL caution message is presented when either low fan speed or CRT
duct airflow is sensed.
During flight if the fan fails, moving the switch from NORM to FLT ALTN
activates the fan normally used on the ground.

On the ground, if the fan fails, moving the switch from NORM to GND
ALTN activates the fan normally used in-flight.
If both fans fail, selecting STDBY removes power from both fans and
allows air from the flight deck air conditioning duct to cool the CRTs.
DSPLY and AVIONICS FAN

GND ALTN – Flight fan is activated during ground operations.
NORM – Appropriate fan is activated for either flight or ground
operations.
FLT ALTN – Ground fan is activated during flight.
NORM NORM
GND FLT GND FLT
ALTN ALTN ALTN ALTN
STDBY
DSPLY FAN AVIONICS FAN
PRM7_07_015
STDBY – Both fans deactivated, air is
supplied from flight deck air
conditioning duct.
Figure 7.6 DSPLY/AVIONICS FAN Control Panel

Electronic Equipment Cooling
Exhaust air from the flight deck, cabin and CRT displays is used for
cooling of the equipment in the avionics bay. Two exhaust fans are
provided to create movement of air within the equipment bay.
One fan normally operates in-flight, the second on the ground. Automatic
switching between the two fans occurs at takeoff and landing and is a
function of the proximity sensor electronic unit (WOW signal). The fans are
controlled by the ACSCs. The AVIONICS FAN rotary switch on the center
pedestal allows the pilot to select a backup if the operating fan fails. The
switch is labeled: GND ALTN, NORM and FLT ALTN.
If the operating fan fails the AVIONICS FAN caution message is displayed
on the EICAS.
During flight if the fan fails, moving the switch from NORM to FLT ALTN
activates the fan normally used on the ground.
On the ground, if the fan fails, moving the switch from NORM to GND
ALTN activates the fan normally used in flight.
Ground Valve
During ground operations, the air used in cooling the CRTs and electronic
equipment is dumped overboard through the ground valve.
When the aircraft is ready for flight, the ground valve is closed and the
exhaust airflow is exhausted through the outflow valve. Refer to the
Pressurization section of this chapter for details regarding ground valve
operation.

Avionics Exhaust Fans

Flight and Ground
Flight Deck Avionics Bay

Bulkhead
Exhaust Piccolo Duct
Display Cooling
Filter Fans
Flight and Ground
Avionics Racks Ground
Valve
From
Flight Deck
Low-Flow Air Conditioning
Sensor Duct
NORM NORM
GND FLT GND FLT
PRM7_07_006
ALTN ALTN ALTN ALTN
STDBY
Figure 7.7 Display and Electronic Equipment Cooling

Pressurization
Description
Cabin pressurization is achieved by controlling the leakage rate, or outflow
of cabin air through an outflow valve. The pressurization system has three
independent modes of operation:
• Two identical but independent automatic modes share the normal
pressurization duties. Each mode is controlled by a cabin pressure
controller (CPC).
• One manual mode is used for non-normal system control. Manual
mode is selected and controlled by switches on the CABIN PRESS
control panel.
Two safety valves are pneumatically operated to prevent cabin
overpressure and negative pressure conditions. The safety valves operate
independently of the automatic and manual pressurization modes to
provide an additional level of protection.
The system includes a ground valve (open on the ground, closed in-flight).
The ground valve ensures that the aircraft remains unpressurized while on
the ground and improves the effectiveness of the avionics cooling system
by dumping the heated exhaust air overboard.
The pressurization system is almost totally automatic. To program the
system for flight, the pilot needs only to set the landing elevation by means
of the LDG ELEV rotary knob.
Pressurization system control indications are displayed on the EICAS.
Cabin Pressure Controllers
Two CPCs control all automatic phases of pressurization. Only one

controller is active at any time, the other controller operates as the
standby. When the active controller fails, the standby controller
automatically assumes the active role. The active controller is identified on
the ECS synoptic page.

The two controllers share the responsibility of controlling the
pressurization system. Three minutes after landing, the active assignment
is switched between the two controllers.
The pilot can manually change the active controller by pressing the
PRESS CONTROL switch/light on the CABIN PRESS control panel.
CABIN PRESS Control Panel
The CABIN PRESS control panel (CPCP) provides the pilot with the
switches needed to operate the system in both automatic and manual
mode. In addition, the control panel contains a temperature-corrected
altitude sensor and microprocessor. The microprocessor performs
CPAM-type (cabin pressure acquisition module) functions and provides a
third level of automatic control.
The control panel microprocessor is solely responsible for the following:
• Controls the automatic drop-down of the passenger oxygen masks at
14,000 foot cabin altitude
• Controls the opening and closing speed of the ground valve during
ground sequences to avoid any perturbation of the outflow valve
• Provides the instruction to limit cabin altitude to 14,500 ± 500 ft
The CPCP controls the cabin altitude limit to ensure that the cabin altitude
does not exceed 15,000 ft. A cabin altitude limitation function includes a
cabin altitude rate limitation at 3000 ft/min to close the outflow valve when
the cabin altitude rate exceeds the setting value. This anticipates the valve
closure to avoid cabin altitude higher than 15,000 ft. The rate limitation at
3000 ft/min is operative in AUTO and MANUAL modes. The cabin altitude
rate limitation is active during EMER DEPRESS.

EICAS Pressurization Indications
The control panel microprocessor and the active pressure controller both
generate EICAS indications for presentation on the primary page and ECS
synoptic page.
On the primary page, the control panel microprocessor and active
pressure controller provide:
• CABIN ALT caution message (cabin altitude greater than or equal to
8500 ft)
• CABIN ALT warning message and “CABIN PRESSURE” aural (cabin
altitude greater than or equal to 10,000 ft)
• DIFF PRESS warning message and “CABIN PRESSURE” aural
(differential pressure greater than or equal to 8.6 PSID)
On the synoptic page the control panel microprocessor provides:
• C ALT (cabin altitude)
• RATE (cabin rate of climb or descent in feet per minute)
• P (differential pressure)
On the synoptic page the active pressure controller provides:
• FT (cabin altitude)
• FPM (cabin rate of climb or descent in feet per minute)
• PSI (differential pressure)
• FT (destination landing elevation)
At a 10,000-foot cabin altitude, both the active controller and control panel
microprocessor will illuminate the NO SMOKING/FASTEN SEAT BELT
signs if the switches are selected to AUTO.
With a failure of the CPCP automatic drop-down of the passenger oxygen
and illumination of the seat belt and no smoking signs will not occur.

Outflow Valve
The electrical outflow valve is located on the aft pressure bulkhead and
controls the discharge rate of air from the aircraft.
The outflow valve mechanism is activated by a triple-motored actuator.
Each CPC controls its own DC motor on the actuator to modulate the
outflow valve. The third DC motor is used during manual pressurization. In
automatic mode, the active CPC maintains the aircraft pressurization
schedule by electrically modulating the outflow valve to control the
discharge rate.
In manual mode, the outflow valve is controlled electrically by switches on
the CABIN PRESS panel. From the control panel, the pilot can command
the system to hold a cabin altitude or manually control the rate at which
the cabin pressure climbs or descends.
Air Data
Computer (ADC)
No. 1 and No. 2
Cabin
Pressure
Controller No. 1 Auto
Proximity Sensing No. 1
Electronic Cabin Auto
Control Unit Pressure No. 2
Controller No. 2 MAN
EICAS
Thrust Levers/ Outflow Valve
DCUs
FADEC
CABIN PRESS
UP
MAN
HOLD A
ALT
- + DN
DECR INCR
IN
LDG ELEV M
EMER
DEPRESS PRESS + MAN RATE
PRM7_07_007
CONT
- +
FAULT DECR INCR
ON
MAN
Ground Valve
Figure 7.8 Pressurization Simplified Diagram

Flotation Valve
In the event of aircraft ditching, the aircraft’s tail sits low in the water due to
its weight. This may contribute to water ingress into the pressure hull. A
flotation valve is hinged to the outside of the outflow valve, to allow it to be
closed.
The flotation valve is water activated and lifts up due to buoyancy at the
hinge point. As water fills the aft equipment compartment, the flotation
valve seals off the outflow valve and slows water ingress into the
passenger compartment.
Outflow
Valve
Flotation
Valve
Placard
Flotation
Valve Open Flotation Valve
Outflow Fully Closed
Valve
Water
Surface
PRM7_07_020
Figure 7.9 Flotation Valve

Safety Valves
Two safety valves are located on the aft pressure bulkhead and provide
overpressure and negative pressure relief.
The valves are pneumatically-operated and spring-loaded closed. When
the cabin differential pressure exceeds normal limits, the safety valves
open to relieve the excessive pressure.
Should a negative pressure condition develop (ambient pressure is greater
than cabin pressure), the safety valves open to equalize the pressure.
Normal Maximum Operating Pressure 8.5 psid
Maximum Differential Pressure 8.6 ± 1 psid
Negative Pressure Relief - 0.5 psid
Figure 7.10 Differential Pressurization
Ground Valve
The ground valve is used to ensure that the aircraft is depressurized when
on the ramp and to dump the air used in ventilating the CRTs and avionics
bay’s electronic equipment overboard.
The control panel microprocessor using proximity sensing system data
(WOW and door switches) from the active pressure controller, controls the
opening and closing of the valve. The opening and closure speed of the
valve is controlled to prevent pressure bumps in the system.
On the ramp, the ground valve is fully open. When the passenger and
galley doors are closed, the valve is motored closed. If the valve fails to
close, the amber OVBD COOL caution message is displayed. The valve
must be manually closed for flight to improve dispatch reliability.
After touchdown, the ground valve opens. The valve takes approximately
60 seconds to open. If the valve fails to open, the OVBD COOL FAIL
status message is displayed. If EMER DEPRESS is selected while the
aircraft is on the ground, the valve will open at full speed (2 seconds).

Automatic Pressurization Modes
Ground Mode
The CPC commands ground mode when aircraft is on ground (WOW) and
drives the outflow and ground valves to full open to provide maximum
ventilation. When the passenger and service doors are closed and locked,
the ground valve is closed.
Pre-Pressurization Mode
The pre-pressurization mode is initiated when both thrust levers are
advanced to TOGA while on ground (WOW). In this mode, the outflow and
ground valves are closed to pre-pressurize the aircraft to avoid a pressure
“bump” on rotation. This is accomplished by reducing the cabin altitude to
150 ft below field elevation at a maximum rate of 300 ft/min. In the event of
a rejected takeoff, the CPC returns the cabin back to the departure field
elevation at a maximum rate of 500 ft/min. Following this, the outflow valve
is driven to full open and the CPC returns to the ground mode.
Takeoff Mode
When the thrust levers are retarded to idle, the cabin ascends at
approximately 500 ft/min for 20 seconds, then the outflow valve is driven
fully open.
Climb Mode
Cabin climb is in accordance with a fixed schedule, cabin altitude vs
aircraft altitude. The climb rate varies between approximately 500 and
800 ft/min, dependent on the aircraft climb speed. The controller compares
selected landing elevation to the climb schedule, then selects the highest
pressure schedule.
Flight Abort Mode

The active CPC will attempt to maintain the prepressurization altitude
during the first 10 minutes of flight. This mode relieves the pilot of having
to reset the landing elevation when aborting a flight to return to the takeoff
airfield.

Cruise Mode
For every cruising altitude, there is an assigned cabin altitude. When
cruising altitude is reached, the descent mode is armed.
Descent Mode
The rate of cabin descent is directly related to the aircraft’s rate of descent.
In the case of a high-speed descent, the rate of cabin descent is increased
according to the calculation of remaining flight time. The remaining flight
time is calculated from the aircraft speed received from the ADC. A typical
cabin descent rate is approximately 300 ft/min.
For example, if the aircraft’s descent rate is 2000 ft/min the cabin will
descend at approximately 300 ft/min. If the aircraft is descending at
>5000 ft/min the cabin will descend at 750 ft/min.
Cabin altitude will descend on schedule until the cabin altitude is
approximately 150 ft below the selected landing destination elevation.
Landing Mode
The landing mode is entered when the active controller receives a
weight- on-wheels signal from the PSEU and one of the thrust levers is at
idle. After touchdown, the cabin altitude is increased to the landing
elevation, and then the outflow valve and ground valves are fully opened.

Manual Pressurization Control
When MAN is selected on the CABIN PRESS control panel, the outflow
valve is manually controlled. The MAN ALT lever and the RATE knob on
the CABIN PRESS control panel are used to position the outflow valve. An
UP selection on the MAN ALT selector will cause an increase in cabin
altitude at the rate selected on the RATE control knob. A DN selection of
the MAN ALT selector will cause the cabin altitude to decrease at the rate
set by the MAN RATE control knob. When the RATE knob is selected to
HOLD, the cabin altitude will be maintained regardless of changes to the
aircraft altitude.
When manual pressurization is selected, pressurization data is reproduced
on the EICAS primary page.
MAN ALT
Controls pressurization in
manual mode.
UP/DN – Commands cabin
altitude to climb/descend.
HOLD – Holds the set cabin
altitude selection.
CABIN PRESS
UP
MAN
HOLD A
ALT
- + DN
DECR IN
INCR
LDG ELEV
EMER
CONT
- +
FAULT DECR INCR
ON
MAN
PRESS CONT MAN RATE

When pressed, selects Controls the rate of
manual pressurization. change of the cabin
PRM7_07_008
FAULT – Indicates both altitude in manual

controllers failed. mode.
MAN – Indicates manual
mode selected.
Figure 7.11 CABIN PRESS Control Panel – Manual

Emergency Depressurization Control
Selecting emergency depressurization overrides both automatic and
manual control of the system. When the EMER DEPRESS switch/light is
pressed, the manual DC motor will drive the outflow valve fully open.
Cabin altitude is measured by the altitude sensor inside the control panel.
If the microprocessor should fail, the standby CPC will generate the
EICAS messages.
The control panel microprocessor restricts the cabin altitude to a maximum
of 14,500 ± 500 ft. If aircraft altitude is below 14,500 ± 500 ft, the aircraft
will depressurize.
Cabin Press
ECS
COCKPIT CABIN
20°c ACTUAL 20°c
Cabin Pressure
25°c 25°c Controller No. 2
RAM
AIR
PACK 1 PACK 2 CABIN PRESS

UP
MAN
ADC ADC -
DECR
+
IN
INCR
HOLD
DN
ALT
A
45 45
No. 1 No. 2 EMER
DEPRESS
LDG ELEV
+ MAN RATE
PRESS
PSI PSI CONT
- +
FAULT DECR INCR
ON
MAN
APU
CPAM PRESS CONT 1 Cabin Pressure

C ALT 100 100 FT
Controller No. 1 Cabin Pressure
RATE 0 0 FPM
P 0.0 0.0 PSI Control Panel
LDG ELEV 560 FT
ECS Synoptic Page Cabin Press
PSEU Ambient Press

(Turns NO Control Panel
Microprocessor
PRM7_07_009
SMOKING Cabin Press

and FASTEN
SEAT BELT Signal to
signs ON) drop O2 masks
Figure 7.12 Cabin Pressure Microprocessor
System Testing
All components of the pressurization system are continuously tested.

When the active controller fails, the standby controller automatically
assumes the active role in controlling the pressurization system.

Description
Flight deck control of the ECS is achieved at the AIR CONDITIONING and
CABIN PRESS control panels. The DSPLY/AVIONICS FAN control panel
on the lower pedestal controls the display and exhaust cooling fans.
ECS data is presented on the primary, status and ECS synoptic pages. All
ECS temperatures are displayed in degrees celcius (°C). All ECS
differential pressures are displayed in pounds per square inch (PSI).
The flight deck and passenger cabin actual and selected temperatures are
both displayed on the ECS synoptic page (see figure 7.13).
ECS Selected Temperature (Cyan)

COCKPIT CABIN Displays temperature selected
22°c SELECTED 22°c by respective temperature
20°c ACTUAL 20°c
control when in automatic mode
only. Displays 24 (White) if
25°c 25°c data is not available.
RAM
AIR
Actual Temperature (White)
PACK 1 PACK 2 Displays temperature sensed
at associated temperature
sensing fan. Invalid data is
displayed as amber dashes.
45 45 Supply Duct Temperature (White)

PSI PSI
Displays temperature sensed in
respective air conditioning supply
APU duct. Invalid data is displayed as
amber dashes.
CPAM PRESS CONT 1
PRM7_07_010
C ALT 100 100 FT

RATE 0 0 FPM
P 0.0 0.0 PSI
LDG ELEV 560 FT

RECIRC FAN
Activates both recirculation
L/R PACK fans and allows recirculation
Turns the pack on. air to be mixed with conditioned
FAULT - Pack fault detected. air for delivery to the flight deck
OFF - Indicates pack is off. and passenger cabin.
R OFF
FAULT FAULT E F
C A OPENN
I N
OFF OFF R
C ON
L PACK R
RAM–AIR
M
HOT MAN A MAN HOT
N
COLD C
COLD
OFF
A
I
R
COLD HOT COND
OND COLD HOT
AIR
R
CKPT CARGO CABIN

Adjusts the respective Controls air circulation Adjusts the respective
compartment temperature in cargo bay. compartment temperature
in automatic mode. OFF - Closes intake and in automatic mode.
exhaust SOVs to seal aft
cargo bay enclosure.
AIR - SOVs opened,
air ventilates aft cargo bay.
COND AIR - SOVs opened,
PRM7_07_011
air ventilates the aft cargo bay.
Electric heater maintains bay
temperature.
Figure 7.14 AIR CONDITIONING Control Panel

AIR – CONDITIONING RAM AIR

R OFF Allows air from the ram air
FAULT FAULT E F
C A OPENN scoop to enter the air
I N
OFF OFF R
C
conditioning duct.
ON
L PACK R OPEN – Indicates that the
RAM–AIR
M ram air SOV is open.
HOT MAN A MAN HOT
N
CKPT MAN Mode and
COLD COLD
C
CKPT AFT CARGO CABIN CABIN MAN Mode
OFF Selects manual temperature
PRM7_07_012
A control mode.
I
R
HOT/COLD
COLD HOT COND
OND COLD HOT
R
AIR Controls respective pack
output temp in MAN mode
Figure 7.15 AIR CONDITIONING Control Panel (Manual)
LDG ELEV
Preselects cabin
landing elevation
CABIN PRESS
UP
MAN
HOLD ALT
A
- + DN
DECR IN
INCR
LDG ELEV
EMER
CONT
- +
FAULT DECR INCR
ON
MAN
EMER DEPRESS
PRM7_07_013
When ON, depressurizes the

airplane.
ON - Indicates outflow valve
commanded open.
Figure 7.16 CABIN PRESS Control Panel (EMER DEPRESS)

MAN ALT
Controls pressurization in MAN mode.
UP/DN – Commands cabin altitude to climb/descend.
HOLD – Holds the set cabin altitude selection.
CABIN PRESS
UP
MAN
HOLD ALT
A
- + DN
DECR IN
INCR
LDG ELEV
EMER
CONT
- +
FAULT DECR INCR
ON
MAN
PRM7_07_014
MAN MODE MAN RATE
Selected Controls the rate of change of
the cabin altitude in MAN mode.
Figure 7.17 CABIN PRESS Control Panel (Manual)
DSPLY and AVIONICS FAN

NORM – Appropriate fan is activated for either flight or ground
operations.
NORM NORM
GND FLT GND FLT
ALTN ALTN ALTN ALTN
STDBY
PRM7_07_015
STDBY – Both fans deactivated, air is

supplied from flight deck air
conditioning duct.
Figure 7.18 DSPLY and AVIONICS FAN Control Panel

RATE Display
C ALT Display Cabin altitude rate P Display
Shows the cabin in feet/minute. An arrow Cabin differential
altitude in feet. indicative positive (up) or pressure in psi.
negative (down) rate.
90.2 90.2
C ALT RATE P
N2 6000 500 8.0

1470 FF (PPH) 1470
101 OIL TEMP 110
65 OIL PRESS 65
0.2 F 0.2
A
FUEL QTY (LBS)
N
PRM7_07_016
3120 0 3120
VIB TOTAL FUEL 6240
Figure 7.19 Primary Page (Manual Pressurization)
Pressurization Information
APU
CPAM PRESS CONT 1

C ALT 6000 6000 FT
RATE 500 500 FPM
PRM7_07_017
P 8.0 8.0 PSI

LDG ELEV 560 FT
Figure 7.20 ECS Synoptic Page – Pressurization


EICAS Messages
The environmental control system messages are shown on the EICAS
primary and status pages. System messages, inhibits and aural alerts are
listed in the following tables. A brief explanation for each message is
provided.
AURAL
WARNING
Cabin altitude >10,000 ft. “Cabin
CABIN ALT 1-2-3
Pressure”
Differential pressure is >8.6 psi. “Cabin
DIFF PRESS 2-3
Pressure”


Left pack discharge temp 85C or 5C when in
L PACK TEMP 1-2-3
MAN mode.
Right pack discharge temp 85C or 5C when
R PACK TEMP 1-2-3
in MAN mode.
Left pack failed in AUTO mode and system is not
L PACK AUTOFAIL 1-2-3
in MAN mode.
Right pack failed in AUTO mode and system is
R PACK AUTOFAIL 1-2-3
not in MAN mode.
L PACK 1-2-3 Left pack failed.
R PACK 1-2-3 Right pack failed.
AVIONICS FAN 1-2-3 Any avionics fan speed <60% or failed.
Low airflow in display cooling duct due to
DISPLAY COOL 1-2-3
blockage or disconnection, or a fan failed.
Overboard exhaust valve not closed with
OVBD COOL 1-2-3
passenger and service doors closed and locked.
Altitude limitation function inoperative when
ALT LIMITER 1-2-3 operating in AUTO or MAN mode or loss of CPCP
sensor.
CPC1 and CPC2 inactive/failed. MAN mode still
AUTO PRESS 1-2-3
available.
CABIN ALT 1-2-3 Cabin altitude >8500 ft but <10,000 ft.
EMER DEPRESS 1-2 Emergency depressurization selected.
AFT CARGO OVHT 1-2-3 Aft cargo bay temperature >40°C.
MESSAGE LOGIC
CABIN ALT WARN HI Takeoff or landing at high altitude >8000 ft.

MESSAGE LOGIC
AUTO PRESS 1 FAIL CPC 1 auto control inoperative.
AUTO PRESS 2 FAIL CPC 2 auto control inoperative.
AUTO PRS 1 FAIL Bus channel inoperative.
AUTO PRS 2 FAIL Bus channel inoperative.
CABIN PRESS MAN Pressurization system under manual control.
CABIN TEMP MAN Cabin temperature in manual control.
CKPT TEMP MAN Cockpit temperature in manual control.
AFT CARGO SOV Aft cargo air shutoff valve failed.
Avionics exhaust fan failed, or low flow from cooling

COOL EXHAUST FAIL
exhaust.
CPAM FAIL CPCP indication system fail.
L PACK FAULT Loss of redundancy of left pack.
R PACK FAULT Loss of redundancy of right pack.
L PACK OFF Left pack selected off. Left FCV closed.
R PACK OFF Right pack selected off. Right FCV closed.
Left ram air regulator valve has failed in the open or closed
L RARV FAULT
position.
Right ram air regulator valve has failed in the open or

R RARV FAULT
closed position.
RAM AIR OPEN Ram air SOV selected open.
RECIRC FAN FAULT Either one or both recirculation fans failed.
RECIRC FAN OFF Recirculation fans selected off.
OUTFLOW VLV OPEN Outflow valve full open.
OVBD COOL FAIL Ground valve failed closed.


CB LABEL
SOURCE LOCATION
AVIONICS DISPLAY
AC ESSENTIAL CBP1-U2
COOLING FAN 1
AVIONICS DISPLAY
AC BUS 1 CBP1-B2
COOLING FAN 2
AVIONICS FAN 1 AC ESSENTIAL CBP1-V2
AVIONICS FAN 2 AC BUS 1 CBP1-A2
DISPLAY FAN CONT DC ESSENTIAL CBP2-T10
FAN MONIT DC BUS 1 CBP1-F6
BAGG COMPT CONT DC BUS 1 CBP1-D8
BAGG COMPT HEATER AC BUS 1 CBP1-C2
GALLEY EXHAUST FAN AC BUS 2 CBP2-B8
GALLEY HEATER AC BUS 2 CBP2-B11
GALLEY HEATER CONT DC BUS 2 CBP2-F11
LAV EXHAUST FAN AC BUS 1 CBP1-B8
CABIN PRESS CONT 1 DC BUS 1 CBP1-F10
CABIN PRESS CONT 2 DC BUS 2 CBP2-F10
CABIN PRESS MAN CONT BATTERY BUS CBP2-P5
RAM AIR SOV BATTERY BUS CBP2-P4
RECIRC FAN 1 AC BUS 1 CBP1-A5
RECIRC FAN 2 AC BUS 2 CBP2-A5
ACS CONT 1 CH A BATTERY BUS CBP1-L1
ACS CONT 1 CH B DC BUS 2 CBP2-J4
ACS CONT 2 CH A DC BUS 1 CBP1-K6
ACS CONT 2 CH B DC ESSENTIAL CBP2-T7
ACS L MAN DC ESSENTIAL CBP2-T8
Figure 7.25 Circuit Breakers – ECS

CB LABEL
SOURCE LOCATION
ACS R MAN DC BUS 2 CBP2-K6
ACS L PRESS SENS DC BUS 2 CBP2-F6
ACS R PRESS SENS DC ESSENTIAL CBP2-T11
AFT CABIN TEMP SENS DC BUS 1 CBP1-J1
CKPT TEMP SENS DC BUS 1 CBP1-K7
FWD CABIN TEMP SENS DC BUS 2 CBP2-J1
Figure 7.25 Circuit Breakers – ECS

TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Fire and Overheat Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Fire and Overheat Detection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Smoke Detection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Engine Fire and Overheat Protection . . . . . . . . . . . . . . . 8-4
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Detection Loops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Fire Detection and Extinguishing (FIDEEX) Control Unit. . . . . . . 8-5
Engine Fire Extinguisher Bottles . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
LH/RH ENG FIRE PUSH Switch/Lights . . . . . . . . . . . . . . . . . . . . 8-6
BOTTLE 1 and 2 ARMED PUSH TO DISCH Switch/Lights. . . . . 8-6
Auxiliary Power Unit Fire Protection . . . . . . . . . . . . . . . . 8-8
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Detector Loops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
FIDEEX Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
APU Fire Extinguishing Bottle . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
APU FIRE PUSH Switch/Light . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
BOTTLE ARMED PUSH TO DISCH Switch/Light . . . . . . . . . . . 8-10
Cargo Bay Fire Protection . . . . . . . . . . . . . . . . . . . . . . . 8-12
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
Smoke Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
Cargo Fire Extinguishing Bottles . . . . . . . . . . . . . . . . . . . . . . . . 8-12
Lavatory Fire Protection . . . . . . . . . . . . . . . . . . . . . . . . . 8-14
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-14
Lavatory Smoke Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-14
Lavatory Fire Extinguishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Fire Fighting Equipment . . . . . . . . . . . . . . . . . . . . . . . . . 8-18
Clean Agent Portable Fire Extinguishers . . . . . . . . . . . . . . . . . . 8-18
Portable Water Fire Extinguishers . . . . . . . . . . . . . . . . . . . . . . . 8-18
Fire Protective Gloves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19
Copyright © Bombardier Inc. Fire and Overheat Protection

TABLE OF CONTENTS
Main Landing Gear Bay Overheat Detection . . . . . . . . 8-20
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-20
Overheat Loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-20
Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-20
Landing Gear Control Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-20
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22
Protection System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23
EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-26
Fire and Overheat Protection Copyright © Bombardier Inc.

LIST OF FIGURES
Figure 8.1 Control Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Figure 8.2 Engine Firex System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
Figure 8.3 Engine Firex Bottles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
Figure 8.4 Glareshield Switch/Lights . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
Figure 8.5 APU Compartment Fire Extinguishing Components. . . . . 8-9
Figure 8.6 APU Glareshield Switch/Lights . . . . . . . . . . . . . . . . . . . . 8-11
Figure 8.7 CARGO FIREX Panel and System. . . . . . . . . . . . . . . . . 8-13
Figure 8.8 Lavatory Fire Detection System (P/N: 446253-4) . . . . . . 8-16
Figure 8.9 Lavatory Fire Detection System (P/N: 474560-46) . . . . . 8-17
Figure 8.10 Main Landing Gear Overheat Detection . . . . . . . . . . . . . 8-21
Figure 8.11 FIREX Panel TEST Pushbutton . . . . . . . . . . . . . . . . . . . 8-22
Figure 8.12 FIREX System Test Indications . . . . . . . . . . . . . . . . . . . 8-23
Figure 8.13 Glareshield Switch/Lights . . . . . . . . . . . . . . . . . . . . . . . . 8-24
Figure 8.14 LDG GEAR and CARGO FIREX Panels . . . . . . . . . . . . 8-25
Figure 8.19 Circuit Breakers – Fire and Overheat Protection . . . . . . 8-29

LIST OF FIGURES

FIRE AND OVERHEAT PROTECTION

Introduction
Fire and Overheat Protection
The fire and overheat protection system is divided into two subsystems:
• Fire and overheat detection
• Fire extinguishing
The fire and overheat detection system include components which detect
fire, overheat, or smoke conditions.
The fire extinguishing system includes the containment and delivery of an
extinguishing agent to the protected areas of the aircraft.
The detection and extinguishing systems can be tested and monitored
from the flight deck.
The fire protection system, smoke detection systems and fire extinguishing
systems for the engines, the APU and the cargo bays are controlled by the
fire detection and extinguishing (FIDEEX) unit.
Fire and Overheat Detection

There are three separate areas of detection:
• Engine
• APU
• Main landing gear
Dual-loop detection systems are provided for the APU and engines.
A single-loop detection system is used to monitor the temperature in the
main landing gear (MLG) wheel bins.
Smoke Detection
Both cargo bays are equipped with smoke detectors and a fire
extinguishing system. There are three smoke detectors located in the
forward cargo bay and two in the aft cargo bay.
The lavatory is protected by a ceiling mounted smoke detector. Automatic
fire extinguishing for the waste container is provided.

FIRE DETECTION
FIREX MONITOR
TEST
When TEST Pushbutton is Pressed
LLHH ENG
ENG APU
APU
P RRHH ENG
ENG
FIR
FIRE FIRE FIR
FIRE
PPUSH
US
USH
SHH PUSH
PUSSHH PPUSH
USH
USSHH
PULL UP PULL UP
ROLL MASTER MASTER BOTTLE MASTER MASTER ROLL
SEL STA L
STALL STALL
TAL SEL
WARNING CAUTION BOTTLE 1 ARMED BOTTLE 2 CAUTION WARNING
PLT GND PROX ARMED PUSH TO ARMED GND PROX CPLT
ROLL
ROLL PUSH TO DISCH PUSH TO
DISCH DISCH
CARGO FIREX
FWD
T
BR
CCARGO
CAR
CA
ARGO
A GO
SMOKE
MO
FIRE SYS OK PUSH
PUSSHH
B OTTLE
ARM E D
AFT PUSH TO
PRM7_08_011
DISCH
CCARGO
CAR
CA
ARGO
A GO
SMOKE
MO
PUSH
PUSSHH
Figure 8.1 Control Panels

Engine Fire and Overheat Protection
Description
The engine’s fire and overheat protection system detects fire and/or an
overheat condition in the engine nacelle.
For redundancy, each engine area is equipped with two similar detection
loops that follow the same path in various areas around and along the
engine.
The extinguishing system consists of two bottles. If required both bottles
can be discharged into either engine.
Detection Loops
Each engine is protected by dual fire/overheat detection loops. The loops

are connected to the FIDEEX unit. The loops are constructed of an outer
metal sheathing and two internal wires that are separated by an insulating
material (thermistor). One of the wires carries electrical current, the other
is grounded to the outer sheathing at the control unit. The resistance of the
thermistor decreases with an increase in temperature.
When the electrical resistance decreases to a trip point, electrical current
from the live internal wire conducts to the second internal wire and a fire or
overheat indication is generated.
Dual-loop systems provide two important benefits:
• Dual-loop systems minimize the possibility of false fire warnings. Both
loops must sense the fire or overheat condition under exacting
parameters before flight deck fire indications are generated.
• Dual-loops provide greater dispatch capability as the aircraft can be
dispatched with a faulted loop and still maintain fire and overheat
protection.

RH Engine
RRHH EENG
ENNG
Aural Warning – FIRE Fire Loops
PPUSH
USH
USSHH
Fire Bell A B
BOTTLE 2
ARMED
PUSH TO
DISCH R ENG
Lights Bottle 1
To
R ENG
FIDEEX
L ENG FIRE EICAS Control To
R ENG FIRE
Unit L ENG
Bottle 2
EICAS Message Lights
LLHH EN
EENG
NG L ENG
Outer Conductor FIRE
Inner PPUSH
US
USH
SHH
Conductors
BOTTLE 1
ARMED
A B
PUSH TO
DISCH Fire Loops
Insulator LH Engine
PRM7_08_002
FIRE DETECTION
FIREX MONITOR
TEST
Fire Loop Close-Up
Figure 8.2 Engine Firex System
Fire Detection and Extinguishing (FIDEEX) Control Unit
The FIDEEX unit is used to monitor the electrical resistance of the loops.
When both loops experience the same decrease in resistance within a
preset time, the unit sends a FIRE/OVHT signal to the EICAS. The
FIDEEX unit is capable of discriminating between a real fire and a false
fire. Each individual control circuit and its related sensing loop is monitored
so that in the event of a malfunction of one loop, the second loop
maintains the capability of detecting a fire.

Engine Fire Extinguisher Bottles
The fire bottles, containing the extinguishing agent Halon, are installed in
the aft equipment bay. A pressure gauge and two explosive squibs, each
one with two firing bridgewires fed by separate electrical circuits, are
installed on each fire bottle.
If required, both bottles can be discharged into one engine. The selection
of the LH or RH ENG FIRE PUSH switch/light will determine the order in
which the squibs are fired.
Engine
1 Firex 2
Tee Bottle Bottle Tee
Valve Valve
Left Right Discharge Tube
PRM7_08_003
Discharge Tube Left
Squib Right Squib To Right Engine
To Left Engine Squib Squib
AFT Equipment Bay Ceiling
(View Looking Forward)
Figure 8.3 Engine Firex Bottles
LH/RH ENG FIRE PUSH Switch/Lights
The engine fire extinguishing system is controlled by the LH or RH ENG

FIRE PUSH switch/lights. When the LH or RH ENG FIRE PUSH
switch/light is pressed:
• The bottles squibs are armed, both BOTTLE 1 and BOTTLE 2
ARMED PUSH TO DISCH switch/lights illuminate
• The fuel feed shutoff valve closes
• Bleed air shutoff valve closes
• Hydraulic shutoff valve closes
• Engine-driven generator is tripped off
BOTTLE 1 and 2 ARMED PUSH TO DISCH Switch/Lights
When the BOTTLE 1 or BOTTLE 2 ARMED PUSH TO DISCH switch/light

is pressed, electrical current fires the squib in the associated bottle and
pressurized Halon is directed into the engine nacelle.
The selection of the LH or RH ENG FIRE PUSH switch/light will determine
into which engine nacelle the bottle will be discharged.
LH ENGINE FIRE PUSH

Switch/light illuminates during
engine fire. When switch/light is
pressed in, left engine is shut
down and engine firex bottles 1
and 2 are armed.
LLHH EENG
ENNG
FIR
FIRE
PPUSH
US
USH
SHH
PULL UP
ROLL MASTER MASTER
SEL STA L
STALL
WARNING CAUTION BOTTLE 1
PLT GND PROX ARMED
ROLL PUSH TO
DISCH
APU FIRE PUSH RH ENGINE FIRE PUSH BOTTLE 1 ARMED PUSH

Illuminates when fire is Switch/light illuminates during TO DISCH
detected in APU engine fire. When switch/light Illuminates when either ENG
compartment. When pressed is pressed in, right engine is FIRE PUSH switch/light is
in, APU is shut down and shut down and engine firex pressed and bottle is
bottle is armed. bottles 1 and 2 are armed. pressurized. Pressing the
switch/light discharges
extinguishing agent into the
engine.
APU
APU RRHH EN
EENG
NG
FIRE FIRE
PUSSHH
PUSH PPUSH
US
USH
SHH
PULL UP
BOTTLE MASTER MASTER ROLL
STALL
TAL SEL
ARMED BOTTLE 2 CAUTION WARNING
PUSH TO ARMED GND PROX CPLT
ROLL
DISCH PUSH TO
DISCH
BOTTLE ARMED PUSH BOTTLE 2 ARMED PUSH

TO DISCH TO DISCH
Illuminates when APU FIRE Illuminates when either ENG
PUSH switch/light is pressed FIRE PUSH switch/light is
and bottle pressurized. pressed and bottle is
PRM7_08_004
Pressing the switch/light pressurized. Pressing the

discharges extinguishing switch/light discharges
agent into the APU. extinguishing agent into the
engine.
Figure 8.4 Glareshield Switch/Lights

Auxiliary Power Unit Fire Protection
Description
The auxiliary power unit (APU) dual-loop fire detection system detects a
fire or overheat condition within the APU compartment. The fire detection
system continuously monitors the APU. It has two modes of operation:
• On the ground, when a fire condition is detected, the APU shuts down
automatically. Five seconds later, the APU fire bottle automatically
discharges Halon into the APU compartment.
• In-flight, when a fire condition is detected, the APU shuts down
automatically. The flight crew must discharge the bottle.
The fire extinguishing system consists of a fire extinguisher bottle with an
explosive squib and two firing bridgewires. The extinguishing agent
(Halon) is discharged into the APU enclosure.
Detector Loops
Detector loops A and B are arranged in parallel and are located around
the inside of the APU compartment. Both loops are connected to the
FIDEEX unit. The loops are constructed of an outer metal sheathing and
two internal wires that are separated by an insulating material (thermistor).
One of the wires carries electrical current, the other is grounded to the
outer sheathing at the FIDEEX unit. The resistance of the thermistor
decreases with an increase in temperature.
When the electrical resistance decreases to a trip point, electrical current
from the live internal wire shorts to ground and a fire or overheat indication
is generated.
Dual-loop systems provide two important benefits:
• Dual-loop systems minimize the possibility of false fire warnings. Both
loops must sense the fire or overheat condition under exacting
parameters before flight deck fire indications are generated.
• The aircraft can be dispatched with a faulted loop and still maintain fire
and overheat protection.

APU
Compartment
Fire Sensor
Elements
Pressure Gauge
and Switch
Squib
Cartridge PRM7_08_005
APU Fire Extinguisher

Bottle
Figure 8.5 APU Compartment Fire Extinguishing Components

FIDEEX Control Unit
The FIDEEX control unit is used to monitor the electrical resistance of the
loops. When both loops experience the same decrease in resistance in a
preset time, the unit sends a FIRE signal to the EICAS. The control unit is
capable of discriminating between a real fire and a false fire signal from
the detecting loops.
Each individual control circuit and its related sensing loop is monitored so
that in the event of a malfunction of one loop, the second loop maintains
the capability of detecting a fire.
APU Fire Extinguishing Bottle
The fire extinguisher bottle is filled with Halon and is equipped with a
pressure gauge and one explosive squib with two firing bridgewires. The
fire bottle is installed in the aft equipment bay.
APU FIRE PUSH Switch/Light
When the APU FIRE PUSH switch/light is pressed:

• The APU bottle squib is armed
• BOTTLE ARMED PUSH TO DISCH switch/light illuminates (if the
bottle is pressurized)
• APU fuel feed shutoff valve closes
• APU fire shutoff relay is energized to shut down the APU by closing
the fuel solenoid valve
• APU LCV closes
• APU generator is tripped off
BOTTLE ARMED PUSH TO DISCH Switch/Light
When the BOTTLE ARMED PUSH TO DISCH switch/light is pressed,

electrical current fires the squib and releases pressurized Halon into the
APU compartment.

APU FIRE PUSH BOTTLE ARMED PUSH

Illuminates when fire is TO DISCH
detected in APU Illuminates when APU FIRE PUSH
compartment. When pressed switch/light is pressed and bottle
in, APU is shut down and pressurized. Pressing the switch/light
bottle is armed. discharges extinguishing agent into
the APU.
APPU
APU RRHH EN
EENG
NG
FIRE FIRE
PUSSHH
PUSH PUSH
USSHH
PUSH
PRM7_08_006
PULL UP
STALL
TAL SEL
ROLL
DISCH PUSH TO
DISCH
Figure 8.6 APU Glareshield Switch/Lights

Cargo Bay Fire Protection
Description
A smoke detection system in each cargo bay protects the aircraft and its
passengers from a cargo bay fire.
Three smoke detectors are installed in the forward cargo bay and two in
the aft. Two firex bottles are installed in the right wing fairing. A FIREX
bottles panel (CARGO FIREX) is installed on the center pedestal. The
system is connected to the FIDEEX unit and tested with the switch on the
FIRE DETECTION/FIREX MONITOR test panel.
Smoke Detectors
The forward cargo bay has three smoke detectors while the aft has two.
The smoke detectors monitor the cargo bays for the presence of smoke.
When smoke is detected, an AFT or FWD CARGO SMOKE warning
message is presented on EICAS primary page, the AFT or FWD CARGO
SMOKE PUSH switch/light on the CARGO FIREX control panel
illuminates and a triple chime followed by the aural warning ‘SMOKE’ are
heard. In addition, in case of aft cargo bay smoke the FIDEEX
automatically shuts off the cargo bay heater (optional) and closes both
intake and exhaust shutoff valves in the aft cargo bay.
Pressing the affected FWD or AFT CARGO SMOKE PUSH switch/light
selects the bay where the fire extinguishing agent will be discharged. It
also arms the fire extinguishers and causes the illumination of the single
BOTTLE ARMED PUSH TO DISCH green switch/light.
Cargo Fire Extinguishing Bottles
The bottles are located in the right wing fairing and are filled with Halon.
Each bottle is equipped with a pressure gauge and two squibs. Each squib
is fired by dual bridgewires fed by different electrical circuits. The bottles
discharge the Halon at different rates. The (forward or aft) squibs on both
bottles are fired at the same time but only bottle 1 discharges immediately.

Bottle 2 discharges its contents slowly to maintain Halon concentration in
the cargo bay for an extended period of time and prevent the re-ignition of
a smouldering fire.
FWD Cargo Bay FWD and AFT AFT Cargo Bay

Smoke Detectors Cargo Fire Bottles Smoke Detectors
CARGO FIREX
FWD
CAR
CCARGO
ARGO
A GO
SMOKE
MO
PUSH
PUS
SHH
FIDEEX Aural
AFT
B OT T L E
AR M ED
P U SH TO
DI SC H
Warning
CCARGO
CAR
ARGO
A GO
SMOKE
MO
“Smoke”
PUSH
PUS
SHH
EICAS
System
PRM7_08_007
FIRE DETECTION
FIREX MONITOR SMOKE FWD CARGO
SMOKE AFT CARGO
FIRE SYS OK
Glareshield CARGO BTL LO
TEST Warning and

Caution
Figure 8.7 CARGO FIREX Panel and System

Lavatory Fire Protection
Description
Lavatory fire protection consists of a smoke detector mounted in the
ceiling of the lavatory and an automatic fire extinguishing bottle provided
for the lavatory waste bin.
Lavatory Smoke Detector
There are two possible types of smoke detector installed:

• For a lavatory smoke detector P/N: 446253-4, refer to Figure 8-8
• For a lavatory smoke detector P/N: 474560-46, refer to Figure 8-9
When the smoke density exceeds a preset level, the detector sounds an
aural alarm and a SMOKE AFT LAV or SMOKE FWD LAV warning
message is displayed on the EICAS primary page. The lavatory smoke
detector(s) are not connected to or monitored by the FIDEEX control unit.
For P/N: 446253-4, the smoke detector(s) can be tested by pressing the
test pushbutton on the detector. During the test, an aural alarm sounds in
the lavatory, the red alarm light on the detector comes on and a SMOKE
AFT LAV or SMOKE FWD LAV warning message is displayed on the
EICAS primary page. The system is reset by releasing the test pushbutton
or by pressing the interrupt pushbutton on the detector.
For P/N: 474560-46, the smoke detector(s) can be tested by pressing the
self-test pushbutton on the detector. During the test, the aural alarm
sounds in the lavatory, the status indicator light on the detector becomes
red and a SMOKE AFT LAV or SMOKE FWD LAV warning message is
displayed on the EICAS primary page. The system is reset by releasing
the self-test pushbutton or by pressing the horn cancel pushbutton on the
detector.

NOTE
Operation of mobile transceivers in close proximity to

the smoke detector(s) or exhaust fumes from ground
equipment may cause a false alarm.
Lavatory Fire Extinguishing
Fire extinguishing in the lavatory waste container is activated automatically

by a heat sensitive capsule. The system consists of a disposable
extinguisher bottle and a dual discharge nozzle. The bottle is mounted
near the waste container with the nozzles extending into the waste
container. The end of each discharge nozzle is sealed with a heat-
sensitive capsule which, when subjected to heat, melts to release the
extinguishing agent into the waste container.
A temperature sensor installed on the inside of the waste compartment
door is used to provide evidence that high temperature has occurred in the
waste compartment and that the extinguisher bottle may have discharged.
The sensor is a heat-sensitive strip with a temperature scale that turns
black when the temperature in the compartment exceeds 160°F (71°C).

Alarm Light (red) Power Light (green)

Comes on with the Comes on to indicate Interrupt Pushbutton
aural alarm to indicate that the unit is powered. Used to reset smoke detector.
that a smoke condition
exists in the lavatory.
Test Pushbutton
Used to test smoke
detector.
When pressed in:
• Aural alarm comes on.
• Alarm light comes on.
• EICAS warning
message is displayed.
700 and 2000 Hz tone
6PRNH'HWHFWRU31í
Lavatory Ceiling
Waste
Flap
Automatic Fire
Extinguisher
Waste
Compartment
PRM7_08_008
Figure 8.8 Lavatory Fire Detection System (P/N: 446253-4)

+251&$1&(/386+%87721
6(/)í7(67386+%87721 Used to reset the smoke detector.
Used to test the smoke detector. When pressed in:
When pressed in: • Alarm horn is silenced
• Alarm horn sounds • Status indicator red light goes out
• Status indicator light illuminates red • EICAS warning message goes out
• EICAS warning message is displayed
67$786,1',&$725/,*+7
2II
• Power fault, the detector
is not operational
*UHHQ
•6WHDG\1RUPDORSHUDWLRQí
no action required
• Blinking: Smoke detector
LVJHWWLQJGLUW\íQRDFWLRQUHTXLUHG
Red:
• Steady: Smoke has been detected or smoke 700 and 2000 Hz tone
GHWHFWRUVHOIíWHVWLQLWLDWHGE\FUHZ
• Blinking: Detector has failed.
6PRNH'HWHFWRU31í
Lavatory Ceiling
Waste
Flap
Automatic Fire
Extinguisher
Waste
Compartment
PRM7_08_013
Figure 8.9 Lavatory Fire Detection System (P/N: 474560-46)

Fire Fighting Equipment
Portable fire extinguishers and fire protective gloves are provided to fight
fires that may occur in the flight or passenger compartments. Since the
location of the emergency fire fighting equipment is not standard and can
vary with the different aircraft configurations, the crew should familiarize
themselves on where to find and how to use the fire fighting equipment on
the aircraft.
Clean Agent Portable Fire Extinguishers
There are normally four hand-operated fire extinguishers containing Halon

1211 or Halotron 1 located in the aircraft. For all configurations, one is
located on the flight deck and one is located in the entrance storage
compartment. The remaining extinguishers will be located throughout the
passenger compartment depending on aircraft configuration. Halon 1211
or Halotron 1 is effective on electrical, oil and fuel fires, and is suitable for
use in cold weather.
Effective discharge time of a bottle is 9 to 12 seconds. Make sure to
ventilate the compartment promptly once the fire has been extinguished to
reduce the concentration of gasses produced by the fire and the
extinguishing agent.
WARNING
IF A FIRE EXTINGUISHER IS TO BE DISCHARGED
IN THE FLIGHT COMPARTMENT, ALL FLIGHT
CREW MUST WEAR OXYGEN MASKS WITH
EMERGENCY SELECTED (100% OXYGEN). CREW
EXPOSURE TO HIGH LEVELS OF EXTINGUISHING
AGENT VAPORS MAY RESULT IN DIZZINESS,
IMPAIRED COORDINATION, AND REDUCED
MENTAL SHARPNESS.
Portable Water Fire Extinguishers
As an airline option, a portable water fire extinguisher may be located at

the aft bulkhead. Water is useful for extinguishing fires fueled by wood,
paper or fabric.
Fire Protective Gloves
Fire protective gloves are located in the forward storage compartment and
in the right or left aft overhead storage bin.

Main Landing Gear Bay Overheat Detection
Description
The main landing gear (MLG) is protected by a single-loop detection
system. Each overheat sensing loop is installed around the top of the inner
surface of each main wheel bin. These loops are continuously monitored.
The overheat detection unit monitors the resistance of the loop in each of
the main wheel bins.
Overheat Loop
The loop is constructed of an outer metal sheathing and two internal wires
that are separated by an insulating material. One of the wires carries
electrical current, the other is grounded to the outer sheathing at the
control unit. The resistance of the insulator decreases with an increase in
temperature. When the electrical resistance decreases to a trip point,
electrical current from the live internal wire shorts to ground and an
overheat indication is generated.
Control Unit
The control unit is used to monitor the electrical resistance of each single-
loop system. When the loop experiences a decrease in resistance over a
preset time, the unit signals the DCU to present the MLG BAY OVHT
warning message on EICAS and sounds the aural alert.
The control unit continuously monitors the resistance of the loop. If the
loop becomes unserviceable, the MLG OVHT FAIL caution message is
presented.
Landing Gear Control Panel
The gear bay overheat test switches are located on the LDG GEAR
control panel. When the OVHT spring-loaded switch is held in the OVHT
position, it simulates an overheat condition in the MLG bay and generates
an MLG BAY OVHT warning message with an aural alert.

When the OVHT TEST spring-loaded switch is in the WARN FAIL position,
it simulates a failure of the MLG bay overheat detection system and
generates a MLG OVHT FAIL caution message.
Left Main
Aural "Gear Bay
Wheel Well
Warning Overheat”
28 VDC
BAT BUS
OVHT
Sensor
MLG BAY OVHT
Overheat MLG OVHT FAIL
Detection
Unit
OVHT BTMS OVHT

HORN
WARN RESET
Sensor MUTED
UT
LDG GEAR
UP
ANTI SKID ALTN GEAR DN
ARMED
DOWN
Right Main OFF

DN LCK PRM1_08_014
REL
Wheel Well MLG BAY OVHT TEST
OVHT WARN FAIL
Figure 8.10 Main Landing Gear Overheat Detection

Description
The FIRE DETECTION/FIREX MONITOR test panel is installed on the
overhead panel. The test panel is used to test the engine and APU
detection systems, cargo bay smoke detectors and the extinguishing
systems.
The CARGO FIREX control panel is located on the lower center pedestal.
The control panel is used to arm and discharge the cargo bay
extinguishing systems.
Two switches located on the LDG GEAR control panel are used to test the
main landing gear detection system.
Red FIRE PUSH switch/lights on the glareshield panel provide a visual
indication of a left engine, right engine or APU fire.
Three green BOTTLE ARMED PUSH TO DISCH switch/lights control
engine and APU extinguisher discharge.
Normal and non-normal indications for the fire protection system are
displayed on the glareshield, the status page and the primary page. Aural
alerts are provided for the EICAS warning messages.
FIRE DETECTION
FIREX MONITOR
TEST
PRM7_08_010
Press To Test Pushbutton

Pressing the test pushbutton tests engine and APU
detection systems, cargo bay smoke detectors and
the extinguishing systems.
Figure 8.11 FIREX Panel TEST Pushbutton

Protection System Test
The FIRE DETECTION/FIREX MONITOR panel, installed in the overhead
panel, is used to test all fire/smoke detection and fire extinguishing
systems connected to the FIDEEX unit.
Selecting the momentary contact switch for approximately two seconds
starts the pilot-initiated test (PIT) that causes all fire zone switch/lights and
master warning lights to illuminate.
If the systems are serviceable, an advisory message FIRE SYS OK is
displayed. If a failure is detected, the FIRE SYS OK is replaced with the
applicable failure message.
A FIRE SYS FAULT status message is displayed if the system is
operational with a failed loop in the left or right engine, APU or failure of a
FWD or AFT cargo smoke detector.
FIRE DETECTION
FIREX MONITOR
TEST
When TEST Pushbutton is Pressed
LLHH ENG
ENG APU
APU
P RRHH ENG
ENG
FIR
FIRE FIRE FIR
FIRE
PPUSH
US
USH
SHH PUSH
PUSSHH PPUSH
USH
USSHH
PULL UP PULL UP
ROLL MASTER MASTER BOTTLE MASTER MASTER ROLL
SEL STA L
STALL STALL
TAL SEL
WARNING CAUTION BOTTLE 1 ARMED BOTTLE 2 CAUTION WARNING
PLT GND PROX ARMED PUSH TO ARMED GND PROX CPLT
ROLL
ROLL PUSH TO DISCH PUSH TO
DISCH DISCH
CARGO FIREX
FWD
T
BR
CCARGO
CAR
CA
ARGO
A GO
SMOKE
MO
FIRE SYS OK PUSH
PUSSHH
B OTTLE
ARM E D
AFT PUSH TO
PRM7_08_011
DISCH
CCARGO
CAR
CA
ARGO
A GO
SMOKE
MO
PUSH
PUSSHH
Figure 8.12 FIREX System Test Indications

LH ENGINE FIRE PUSH

Switch/light illuminates during
engine fire. When switch/light is
pressed in, left engine is shut
down and engine firex bottles 1
and 2 are armed.
LLHH EENG
ENNG
FIR
FIRE
PPUSH
US
USH
SHH
PULL UP
ROLL MASTER MASTER
SEL STA L
STALL
PLT GND PROX ARMED
ROLL PUSH TO
DISCH
APU FIRE PUSH RH ENGINE FIRE PUSH BOTTLE 1 ARMED PUSH

Illuminates when fire is Switch/light illuminates during TO DISCH
detected in APU engine fire. When switch/light Illuminates when either ENG
compartment. When pressed is pressed in, right engine is FIRE PUSH switch/light is
in, APU is shut down and shut down and engine firex pressed and bottle is
bottle is armed. bottles 1 and 2 are armed. pressurized. Pressing the
switch/light discharges
extinguishing agent into the
engine.
APU
APU RRHH EN
EENG
NG
FIRE FIRE
PUSSHH
PUSH PPUSH
US
USH
SHH
PULL UP
STALL
TAL SEL
ROLL
DISCH PUSH TO
DISCH
BOTTLE ARMED PUSH BOTTLE 2 ARMED PUSH

TO DISCH TO DISCH
Illuminates when APU FIRE Illuminates when either ENG
PUSH switch/light is pressed FIRE PUSH switch/light is
and bottle pressurized. pressed and bottle is
PRM7_08_004
Pressing the switch/light pressurized. Pressing the

discharges extinguishing switch/light discharges
agent into the APU. extinguishing agent into the
engine.
Figure 8.13 Glareshield Switch/Lights

CARGO FIREX
FWD
CCARGO
CAR
CA
ARGO
A GO
SMOKE
S MOKE
SMO
M KEE
PUSS H
PUSH
B OT T L E
A R M ED
AFT P U SH TO
DI SC H
CCARGO
CAR
CA
ARGO
A GO
SMOKE
S MOKE
SMO
M KEE
PUSH
PUSS H
HORN
BTMS OVHT
WARN RESET
LDG GEAR
MUTED
M UTED
UT EDD
UP
ARMED
DOWN
OFF
DN LCK
REL
MLG BAY OVHT TEST
OVHT WARN FAIL
PRM1_08_013
Main Landing Gear Bay Warning Fail

Overheat Test Switch Test Switch
Figure 8.14 LDG GEAR and CARGO FIREX Panels

EICAS Messages
The fire and overheat protection system messages are shown on the
EICAS primary and status pages. System messages, inhibits and aural
warnings are listed in the following tables. A brief explanation of each
message is provided.
AURAL
WARNING
Fire/overheat condition exists in
L ENG FIRE Fire Bell
the left engine.
R ENG FIRE Fire Bell
the right engine.
APU FIRE Fire Bell
APU compartment.
Smoke condition exists in the fwd
SMOKE FWD LAV Fire Bell
lavatory.
Smoke condition exists in the aft
SMOKE AFT LAV Fire Bell
lavatory.
Smoke condition exists in the fwd
SMOKE FWD CARGO “Smoke”
cargo bay.
Smoke condition exists in the aft
SMOKE AFT CARGO “Smoke”
cargo bay.
Overheat condition exists in one or “Gear Bay
MLG BAY OVHT
both MLG bays. Overheat”


APU FIRE FAIL 1-2-3 Failure of the APU detection system.
L FIRE FAIL 1-2-3 Failure of the left engine detection system.
R FIRE FAIL 1-2-3 Failure of the right engine detection system.
FWD CARGO DET 1-2-3 Failure of the fwd cargo smoke detection system.
AFT CARGO DET 1-2-3 Failure of the aft cargo smoke detection system.
Loss of all ARINC communication to the FIDEEX
FIRE SYS FAULT
system.
APU SQB 1-2-3 APU bottle squib has failed or has fired.
L ENG SQB 1-2-3 Left squibs of both bottles failed or have fired.
R ENG SQB 1-2-3 Right squibs of both bottles failed or have fired.
FWD CARGO SQB 1 1-2-3 FWD cargo bottle squib 1 failed or has fired.
FWD CARGO SQB 2 1-2-3 FWD cargo bottle squib 2 failed or has fired.
AFT CARGO SQB 1 1-2-3 AFT cargo bottle squib 1 failed or has fired.
AFT CARGO SQB 2 1-2-3 AFT cargo bottle squib 2 failed or has fired.
APU BTL LO 1-2-3 APU bottle has discharged.
ENG BTL 1 LO 1-2 Engine bottle 1 has discharged.
ENG BTL 2 LO 1-2 Engine bottle 2 has discharged.
CARGO BTL LO 1-2-3 One or both cargo bottle(s) have discharged.
MLG OVHT FAIL 1-2-3 MLG bay overheat detection system fault.

MESSAGE LOGIC
FIRE SYS OK System in test and fully operational.
MESSAGE LOGIC
System operational:
• One firex circuit breaker failed
FIRE SYS FAULT • One loop failed on left or right engine or APU
• FWD or AFT smoke detector failed
• Fire discrete fails on test
L ENG SQUIB Both bridge wires out on either squib (one shot left).
R ENG SQUIB Both bridge wires out on either squib (one shot left).


CB LABEL
SOURCE LOCATION
CARGO SMOKE DET A BATTERY BUS CBP1-M8
CARGO SMOKE DET B BATTERY BUS CBP1-M9
FIRE DET A BATTERY BUS CBP1-N1
FIRE DET B BATTERY BUS CBP1-N2
LAV SMOKE DET DC BUS 1 CBP1-D9
MLG BAY OVHT DET BATTERY BUS CBP2-N9
FIREX A DC EMERGENCY CBP1-R2
FIREX B DC EMERGENCY CBP1-R3
Figure 8.19 Circuit Breakers – Fire and Overheat Protection


TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Hydraulic Power Distribution . . . . . . . . . . . . . . . . . . . . . 9-4
Primary Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
Ailerons and Multifunctional Spoilers . . . . . . . . . . . . . . . . . . . . . . 9-6
Flutter Dampers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
Aileron Disconnect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
Elevators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
Pitch Disconnect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
Secondary Flight Controls . . . . . . . . . . . . . . . . . . . . . . . 9-16
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
Aileron Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
Rudder Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
Horizontal Stabilizer Trim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-18
Horizontal Stabilizer Trim Priority . . . . . . . . . . . . . . . . . . . . 9-18
Mach Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-20
Slats and Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-22
Leading Edge Slats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-22
Trailing Edge Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-22
SLATS/FLAPS Control Lever . . . . . . . . . . . . . . . . . . . . . . . 9-24
Emergency Flap Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-24
SLATS/FLAPs Position Indications . . . . . . . . . . . . . . . . . . . 9-26
Spoiler Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-28
Roll Assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-28
Proportional Lift Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . 9-28
Spoiler Stabilizer Control Unit (SSCU). . . . . . . . . . . . . . . . . . . . 9-30
Computer Power-On Self-Test: . . . . . . . . . . . . . . . . . . . . . . 9-30
System Power-On Self-Test 1: . . . . . . . . . . . . . . . . . . . . . . 9-30
System Power On Self-Test 2: . . . . . . . . . . . . . . . . . . . . . . 9-31
Continuous Built-In-Test (C-BIT): . . . . . . . . . . . . . . . . . . . . 9-32
Copyright © Bombardier Inc. Flight Controls

TABLE OF CONTENTS
Ground Lift Dumping System . . . . . . . . . . . . . . . . . . . . 9-34
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-34
GLD Arming Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-34
Takeoff Configuration Warning System . . . . . . . . . . . . 9-38
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-38
Proximity Sensing System. . . . . . . . . . . . . . . . . . . . . . . 9-39
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-39
Proximity Sensing Electronic Unit . . . . . . . . . . . . . . . . . . . . . . . 9-39
Stall Protection System . . . . . . . . . . . . . . . . . . . . . . . . . 9-40
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-40
Stall Protection System Computer . . . . . . . . . . . . . . . . . . . . . . . 9-40
Stick Pusher Disconnect Features . . . . . . . . . . . . . . . . . . . . . . . 9-42
Ground Testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-43
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-44
EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-49
Flight Controls Copyright © Bombardier Inc.

LIST OF FIGURES
Figure 9.1 Hydraulic Power Distribution . . . . . . . . . . . . . . . . . . . . . . 9-4
Figure 9.2 FLIGHT CONTROLS Synoptic Page . . . . . . . . . . . . . . . . 9-5
Figure 9.3 Ailerons and Multifunction Spoilers . . . . . . . . . . . . . . . . . 9-7
Figure 9.4 Roll Disconnect Handle . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
Figure 9.5 Roll Select/Pilot Roll Switch/Lights . . . . . . . . . . . . . . . . . . 9-9
Figure 9.6 Rudder System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
Figure 9.7 Rudder Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
Figure 9.8 Elevator System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
Figure 9.9 Pitch Disconnect Handle . . . . . . . . . . . . . . . . . . . . . . . . 9-15
Figure 9.10 Aileron/Rudder Trim Control Panel. . . . . . . . . . . . . . . . . 9-17
Figure 9.11 Trim Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
Figure 9.12 STAB TRIM Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
Figure 9.13 Status Page – STAB TRIM Indication . . . . . . . . . . . . . . 9-19
Figure 9.14 STAB/MACH TRIM Control Panel . . . . . . . . . . . . . . . . . 9-21
Figure 9.15 SLATS/FLAPS Controls . . . . . . . . . . . . . . . . . . . . . . . . . 9-25
Figure 9.16 Synoptic Page – SLATS/FLAPS Indications . . . . . . . . . 9-26
Figure 9.17 Primary Page – SLATS/FLAPS Indications . . . . . . . . . . 9-27
Figure 9.18 Flight Spoiler Indications . . . . . . . . . . . . . . . . . . . . . . . . 9-29
Figure 9.19 GLD Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-35
Figure 9.20 GLD Control Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-37
Figure 9.21 Takeoff Configuration Messages . . . . . . . . . . . . . . . . . . 9-38
Figure 9.22 Angle-of-Attack Vane . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-41
Figure 9.23 Glareshield – STALL Switch/Light . . . . . . . . . . . . . . . . . 9-41

LIST OF FIGURES
Figure 9.24 STALL PTCT PUSHER and AP DISC Switch. . . . . . . . . 9-42
Figure 9.25 PITCH and ROLL DISC Handles . . . . . . . . . . . . . . . . . . 9-45
Figure 9.26 GND LIFT DUMPING Control Switch . . . . . . . . . . . . . . . 9-46
Figure 9.27 FLIGHT SPOILER and SLATS/FLAPS Controls. . . . . . . 9-46
Figure 9.28 AIL/RUD TRIM Control Panel . . . . . . . . . . . . . . . . . . . . . 9-47
Figure 9.29 YAW DAMPER Control Panel. . . . . . . . . . . . . . . . . . . . . 9-47
Figure 9.30 STAB and MACH TRIM Control Panel . . . . . . . . . . . . . . 9-47
Figure 9.31 STALL PTCT PUSHER Switch . . . . . . . . . . . . . . . . . . . . 9-48
Figure 9.32 Control Wheel Switches . . . . . . . . . . . . . . . . . . . . . . . . . 9-48
Figure 9.35 Advisory Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-51
Figure 9.37 Circuit Breakers – Flight Controls . . . . . . . . . . . . . . . . . . 9-54

FLIGHT CONTROLS

Introduction
The flight controls are operated conventionally with control wheels, control
columns and rudder pedals for the pilot and copilot. The control surfaces
are either actuated hydraulically or electrically. The flight control systems
include major control surfaces, components and subsystems that control
the attitude of the aircraft during flight. The flight controls are divided into
primary and secondary flight controls.
The primary flight controls include:
• Ailerons (roll control)
• Elevators (pitch control)
• Rudder (yaw control)
• Multifunction spoilers (MFS)
The rudder is controlled by a command-by-wire (CBW) rudder system that
electronically transmits rudder pedal control inputs to the rudder system
hydraulic PCUs.
The aileron and elevator controls are equipped with control disconnects
which permit the pilot or copilot to maintain sufficient lateral and
longitudinal control in the event of a control jam.
In the event of a total electrical power failure, the primary flight controls will
remain hydraulically-powered by ACMP 3B, which will be powered by the
air-driven generator (ADG) in an emergency.
The secondary flight controls include:
• Slats and flaps
• Ground spoilers
• Aileron and rudder trim
• Horizontal stabilizer trim
• Multifunction spoilers (MFS)

NOTE
The multifunction spoilers (MFS) consist of two spoilers

on each wing. The outboard MFS are referred to as the
SPOILERONS and the inboard MFS are referred to as
the FLIGHT SPOILERS.
Lateral (roll) control of the aircraft is provided by the ailerons, assisted by

the MFS.
Directional (yaw) control of the aircraft is provided by the rudder, assisted
by yaw damping.
Longitudinal (pitch) control of the aircraft is provided by the elevators,
assisted by a moveable horizontal stabilizer.
The spoiler control system provides the aircraft with ground lift dumping
(GLD), roll assist, proportional lift dump and speed reduction in descent for
landing. The MFS assist the ailerons for turn coordination and are also
used in the GLD function. The ground spoilers only deploy on the ground
as part of the GLD function.
There are two spoiler stabilizer control units (SSCUs) that automatically
control operation of the spoilers, horizontal stabilizer trim, pitch feel control
and rudder travel limiting.

Hydraulic Power Distribution
The hydraulic power distribution to the flight controls is as follows:
HYD SYS 1 HYD SYS 3 HYD SYS 2
3000 3000 3000

PSI PSI PSI
RUDDER RUDDER RUDDER

ELEVATOR ELEVATOR ELEVATOR
L AIL L AIL R AIL R
OB SPLRON IB GND SPLRS IB SPLRON
OB FLT SPLRS LNDG GEAR IB FLT SPLRS
PRM7_09_002
OB GND SPLRS N/W STEER LG ALT EXT
L REVERSER REVERSER R
Figure 9.1 Hydraulic Power Distribution

FLIGHT CONTROLS
Aileron
Position
20
25 20
25
AIL AIL
20 20
Multifunction Rudder
Spoilers Position
Position RUDDER
ELEV ELEV
Elevator -TRIM-
AIL STAB
Position NU
6.1
Rudder
LWD RWD ND
RUDDER
Travel
NL NR
Limiter
Position
Outboard
Slats Ground
FLIGHT CONTROLS Spoilers
Flaps 20
25 20
25
AIL AIL
20 20
Horizontal
Stabilizer
Trim
RUDDER
ELEV ELEV Inboard
Aileron AIL
-TRIM-
STAB
Ground
Trim NU Spoilers
6.1
Rudder
PRM7_09_003
LWD RWD ND
Trim RUDDER
NL NR
Figure 9.2 FLIGHT CONTROLS Synoptic Page

Primary Flight Controls
Description
The primary flight controls are operated conventionally with control
wheels, control columns and rudder pedals for the pilot and copilot.
Movement of the controls is transmitted to the aileron, elevator and rudder
PCUs that hydraulically move the control surfaces.
Ailerons and Multifunctional Spoilers
Two separate lateral (roll) control systems are provided. The pilot operates
the left aileron and the copilot operates the right. Normally the aileron
controls are interconnected and there is simultaneous and coordinated
movement of all lateral control surfaces from either pilot station.
Turning either control wheel sends a mechanical signal (via cables and
pulleys) to the aileron hydraulic PCUs. Two PCUs are used for each
aileron. On the ground, the aileron PCUs provide gust lock protection.
Moving the control wheels also generates an electrical signal that is sent
to the spoiler stabilizer control units (SSCU 1 and SSCU 2). Dual
redundant modules within each SSCU control the extension/retraction of
the multifunctional spoilers (MFS). The SSCUs combine the control wheel
signals with other information to determine the required MFS panel
deflection for any given aircraft configuration. A single PCU is used on
each MFS. The MFS operate on the down-going wing only to assist the
ailerons in roll control at lower speeds.
Aileron and MFS position is displayed on the FLIGHT CONTROLS
synoptic page. A full-scale deflection of the aileron position indicator
corresponds to maximum travel. A full-scale deflection of the MFS position
indicator corresponds to maximum travel.
Flutter Dampers
A flutter damper is installed on each of the ailerons. These double-acting

shock absorbers prevent aileron control surface flutter when all hydraulic
fluid is lost at the PCU during flight. On the ground, the flutter dampers
provide additional gust lock protection.

Flutter Damper
Torque
Tube Outboard Multifunction
Spoiler
Aileron
Inboard Multifunction
Spoiler
Outboard Multifunction
Spoiler
Inboard Multifunction
Spoiler
Flutter Aileron
Damper
Control Wheel Left 1/2 Aileron Control Wheel Right 1/2

FLIGHT CONTROLS Deflection FLIGHT CONTROLS
0 0 0 0
AIL AIL AIL AIL
0 0 0 0
Down-Going Wing MFS Pair Partial Extension

Control Wheel Left Full Control Wheel Right Full
FLIGHT CONTROLS FLIGHT CONTROLS
0 0 0 0
PRM7_09_005
AIL AIL AIL AIL
0 0 0 0
Down-Going Wing MFS Pair Full Extension
Figure 9.3 Ailerons and Multifunction Spoilers

Aileron Disconnect
Roll disconnect allows the flight crew to isolate the left control wheel and
associated cable system from the right aileron system. Pulling the ROLL
DISC handle separates the control wheel interconnect (torque tube) and
advises the SSCU that the interconnect torque tube has been
disconnected. Single-side roll control is then available. When the handle is
pulled, a cross-side aileron/MFS relationship is established. The pilot
moves the left aileron and right MFS; the copilot moves the right aileron
and left MFS.
Pulling the ROLL DISC handle can isolate a jammed aileron control
system. Pulling the handle isolates the faulted aileron system and provides
the pilot with reduced lateral control (one aileron and opposite side MFS
only) through the operable aileron system. Twenty seconds after pulling
the handle, the SSCU commands two amber ROLL SEL switch/lights on
the glareshield to illuminate, and the SPOILERONS ROLL caution
message to appear on the primary page.
Selecting the ROLL SEL switch/light on the side with the unjammed
aileron provides the flying pilot with the use of the spoileron function of the
onside MFS. Pressing the ROLL SEL switch/light also removes the amber
glareshield lights and caution message and replaces them with a green
ROLL SEL glareshield light and the advisory message PLT ROLL CMD or
CPLT ROLL CMD.
If uncommanded displacement of an aileron PCU occurs, a bungee
breakout switch associated with the runaway aileron system sends a
signal to the SSCU. The SSCU interprets the signal then commands both
MFSs to respond to inputs from the operable control wheel. The SSCU
presents the advisory message PLT ROLL CMD or CPLT ROLL CMD and
illuminates the green PLT ROLL glareshield switch/light in front of the pilot
who should take control prior to ordering the ROLL DISC handle to be
pulled.

PULL &
TURN
ROLL DISC Handle

Removes the interconnect
feature of the control wheels.
To disconnect: Pull and rotate ROLL DISC
to lock in disconnect position.
When ROLL DISC handle is
pulled:
3LORWFRQWUROVOHIWDLOHURQ
&RSLORWFRQWUROVULJKWDLOHURQ
PRM7_09_006
Figure 9.4 Roll Disconnect Handle
Left and Right Amber ROLL SEL Switch/Lights

Illuminates when disconnect handle pulled.
LLHH EENG
ENNG
FIRE
PUS
USH
PUSHSHH
PULL UP
ROLL MASTER MASTER
SEL STALL
PLT GND PROX ARMED
ROLL PUSH TO
DISCH
PRM7_09_007
Green PLT ROLL Switch/Light

Indicates that both MFSs on
each wing are available.
Figure 9.5 Roll Select/Pilot Roll Switch/Lights

Rudder
The CRJ1000 utilizes a command-by-wire (CBW) rudder control system
over the traditional cable and pulley setup found on earlier CRJ variants.
The CBW rudder system consists of three command transducer modules
(CTMs) located at the pilots rudder pedals, three rudder control units
(RCUs) located in the avionics bay and three rudder power control units
(PCUs) located inside the vertical stabilizer.
The basic pilot command inputs of the CBW rudder control system are the
coupled pedals, whose position is measured by the CTMs. The system
actuates the rudder surface to follow these commands. Supplementary
rudder trim is accessible via a RUD TRIM switch. Thus the pilots can
establish a permanent offset to the pedal command.
The CBW rudder control system receives avionics data from other aircraft
systems to ensure aircraft safe flight. Furthermore, the rudder control
system receives commands from the flight control computers (autopilot) in
order to provide turn coordination and yaw damping functions to control
the rudder surface and stabilize the aircraft. These commands are merged
with the pilot commands.
The system is organized in three independent channels, each consisting
of one CTM, one PCU and one RCU. In normal operation all three
channels are in active control mode (active/active/active configuration).
After power-up and failure-free initialization of the RCU, it controls the
associated PCU by a position control loop, using position sensors inside
the PCU as feedback. A force flight compensation function minimizes
force fight between PCUs resulting from the independent control of each
channel.
The CBW rudder system is supplied by three independent hydraulic
systems (one per PCU), and by three independent electrical buses (one
per PCU.
On detecting a serious, unrecoverable failure, the affected channel
switches to a fail-safe state. Therefore the associated PCU is switched to
damped bypass mode. At the same time the other PCUs maintain the
operation of the rudder. Continuous parameter monitoring and initiated test
functions are used for failure self-detection of the system.
All maintenance functions of the CBW rudder control system are
accessible via the maintenance diagnostic computer (MDC) user interface.

Status and caution information are submitted for EICAS display and flight
data recording.
On the ground, trapped hydraulic fluid provides rudder control surface gust
lock damping when the hydraulic systems are depressurized.
Rudder position is displayed on the FLIGHT CONTROLS synoptic page. A
full-scale deflection of the rudder position indicator corresponds to
maximum rudder travel.

9-12
Pedal
Adjuster
NWS RVDT NL NR
(Ref) L R
W W
D D
Flight Controls
AIL TRIM RUD TRIM
Rudder Pedal

Dampers
Right
Feel Unit
CTM 3 Supporting
Systems:
IOCs, ISI,
SFECUs, PSEU PCU 1
Hydraulic
CTM 2 Supply 1
Left
Feel CTM 1 RCU 1 PCU 2
BATT BUS
Unit
Hydraulic
Supply 2
Figure 9.6 Rudder System

RCU 2 PCU 3
DC BUS 2
Hydraulic
Supply 3
RCU 3
DC ESS BUS
YAW DAMPER
YD 1 YD 2 DCUs EICAS
DISC ENGAGE
PRM1_09_035 FDR

Rudder
Control
Unit #2
Rudder
Control
Unit #1
Rudder
Control
Unit #3
CONTROL
LANE
Rudder CTM PCU Rudder
Pedals
MONITORING
PRM1_09_036
Redundant LANE Position

Input Feedback
RUDDER CONTROL UNIT
Figure 9.7 Rudder Control Unit

Elevators
Pitch control is provided by the elevators and supplemented by a movable
horizontal stabilizer. Each elevator is hydraulically-powered by three PCUs
and mechanically-controlled via cable runs and quadrants through fore
and aft displacement of either. Two pitch control systems are provided: the
pilot operates the left elevator and the copilot operates the right elevator.
Normally, the control systems are interconnected and there is
simultaneous movement of both elevators.
Elevator position is displayed on the FLIGHT CONTROLS synoptic page.
A full-scale deflection of the elevator’s position indicator corresponds to
maximum travel.
Figure 9.8 Elevator System

Pitch Disconnect
The PITCH DISC handle when pulled is used to isolate a jammed elevator
control system. Pulling the handle provides the pilot with reduced pitch
control (one elevator only) through the operable control surface.
PULL &
TURN
P
I
T
C
H
D
I
S
C
Figure 9.9 Pitch Disconnect Handle

Secondary Flight Controls
Description
Secondary flight controls include slats, flaps, MFS, ground lift dumping
(GLD) devices, aileron, rudder and horizontal stabilizer trims. The slats,
flaps and trims are electrically-controlled and operated. The multifunction
and ground spoilers are operated hydraulically but controlled via electrical
signals (fly-by-wire) generated by the SSCUs. Position indicators for the
secondary control surfaces are located on the EICAS primary and status
pages and the FLIGHT CONTROLS synoptic page.
Aileron Trim
Aileron trim is accomplished by activation of the AIL TRIM switches

located on the center pedestal. Actuating both switches provides arming
and directional signals to reposition the aileron control cables. Hydraulic
power from at least one of the three hydraulic systems is necessary to
move the actual aileron surface. Actuation of the aileron trim will cause
deflection of the control wheels.
The aileron trim position is displayed on the EICAS status page and
FLIGHT CONTROLS synoptic page. On the ground with the aileron trim in
the neutral position, the indication is green. After takeoff, the indication is
white regardless of trim setting.
Rudder Trim
Rotating the RUD TRIM switch located on the center pedestal in the
desired NL/NR (nose left/nose right) direction repositions the rudder.
Hydraulic power from at least one of the three hydraulic systems is
necessary to move the rudder. Actuation of the rudder trim will not cause
rudder pedal deflection.
The rudder trim position is displayed on the EICAS status page and
FLIGHT CONTROLS synoptic page. On the ground with the rudder trim in
the neutral position, the trim indication is green. After takeoff, the
indication is white regardless of trim setting.

AIL TRIM RUD TRIM

Both switches must be fully pushed Switch must be rotated fully
left or right to activate trim. left or right to activate trim.
LWD - Left Wing Down. NL - Nose Left.
RWD - Right Wing Down. NR - Nose Right.
NL NR
L R
W W
D D
PRM7_09_012
AIL TRIM RUD TRIM
Figure 9.10 Aileron/Rudder Trim Control Panel
Stabilizer
Trim
Aileron
Trim AIL STAB AIL STAB
NU NU
6.1
3.1
LWD RWD ND LWD RWD ND
RUDDER RUDDER
NL NR NL NR
PRM7_09_013
Rudder
Trim Indications (Ground) Trim Trim Indications (Flight)
Figure 9.11 Trim Indications

Horizontal Stabilizer Trim
The horizontal stabilizer trim control system provides pitch trim by varying
the angle of the horizontal stabilizer. The horizontal stabilizer is positioned
by a screwjack driven by two electric motors and controlled by the spoiler
stabilizer control units (SSCUs) through selection of the STAB TRIM
ENGAGE switches. The control unit has two channels that are engaged by
the CH 1 and CH 2 switch/lights on the STAB TRIM control panel located
on the center pedestal. Each trim motor has a brake to prevent trim
runaway. Trim range is from +2° (leading edge up – nose down) to -13°
(leading edge down – noseup).
The stabilizer trim position indicator and readout is displayed on the
EICAS status page and FLIGHT CONTROLS synoptic page. The digital
readout indicates the stabilizer position in units of trim, which corresponds
to the horizontal stabilizer angle of incidence. The stab trim range of
movement is 0 to 15 units, with the normal takeoff in the green range.
Operation of the horizontal stabilizer is continuously monitored and any
fault detected is displayed on the appropriate EICAS screen. Should a
single stab trim channel fail, a status message is displayed. When both
stab trim channels fail, a caution message is displayed.
The horizontal stabilizer trim is operated manually by the control wheel
STAB TRIM switches or automatically by the autopilot. Trim disconnect
switches (STAB TRIM DISC) are provided on each control wheel.
Horizontal Stabilizer Trim Priority

The SFECUs operate in one of four modes in the following priority:
1. Manual trim: Noseup or nosedown trim commands (from the control
wheel switches) are sent to the SFECUs. The SFECUs move the
screw jack at a rate that is dependent on Mach airspeed.
2. Autopilot trim: When the autopilot is engaged and air loads begin to
build up on the elevator, the flight control computer, through the
SSCU, sends signals to the screw jack motor controllers to
aerodynamically trim the aircraft.
3. Auto trim: Occurs when flaps are moving between 0 and 20 in either
direction. When the flaps are extended or retracted, trim commands
(via the SSCUs) are sent to the screw jack motor controllers to
compensate for aircraft pitching caused by flap movement.

4. Mach trim: When the MACH TRIM is engaged, the horizontal
stabilizer trim is adjusted (at a rate of 0.03 to 0.06° per second) to
compensate for the aircraft tendency to pitch down at increasing
Mach numbers. The Mach trim function is disabled when the autopilot
is engaged.
Stab Trim
Disconnect
Switch
E DN
AP/SP DISC Switch
When held, the stall
NOS
UP
NO
SE
pusher is disabled.
Stab Trim AP
Switches
SC
I/C
SY
OFF
NC
R/T
PRM7_09_014
Figure 9.12 STAB TRIM Switches
T/O CONFIG OK FLT NO. RJ 001

R REV ARMED
L REV ARMED AIL -TRIM- STAB
ISOL OPEN
APU LCV OPEN NU
L ENG BLEED CLSD
R ENG BLEED CLSD
NO SMOKING 6.1
SEAT BELTS
PRM7_09_015
LWD RWD ND
Stabilizer (STAB) Trim
Figure 9.13 Status Page – STAB TRIM Indication

Mach Trim
The Mach trim function makes allowances for the rearward shift of the
aerodynamic center of pressure as the Mach number increases. Without
correction, this shift in the center of pressure causes a negative stick force
gradient and decreases longitudinal stability (Mach tuck) above Mach 0.4
when hand-flying the aircraft.
The SSCU automatically adjusts the stabilizer as a function of the Mach
number when the autopilot is not engaged.
The Mach trim system, using Mach speed information from the air data
computers (ADCs), varies the angle of incidence of the stabilizer by
commanding movement of the horizontal stabilizer actuator. Both channels
of the SSCU must be operable and at least one STAB channel engaged
for the Mach trim to function. Mach trim is selected by engaging the MACH
TRIM switch/light located on the center pedestal.
The Mach trim system is continuously monitored and any fault detected is
displayed on the EICAS primary page.

STAB TRIM CH 1, CH 2 Switches

• CH 1 – Press to engage channel 1 of the
spoiler stabilizer control unit (SSCU).
• CH 2 – Press to engage channel 2 of the SSCU.
System is disengaged by pressing the pitch trim
disconnect switch on the pilot’s or copilot’s control
wheel.
STAB TRIM MACH TRIM
CH 1 CH 2 INOP
ENGAGE/
ENGAGE DISENGAGE
MACH TRIM Switch/Light

• To engage the MACH trim function, both
SSCU channels must be powered and at
least one SSCU channel must be engaged.
Press MACH TRIM switch/light; INOP light
goes out.
• To disengage the Mach trim function, press
the MACH TRIM switch/light; INOP light
comes on.
Figure 9.14 STAB/MACH TRIM Control Panel

Slats and Flaps
The aircraft is equipped with leading edge slats and trailing edge flaps.
The devices provide lift augmentation during takeoff, initial climbout,
approach and landing phases of flight.
The slats and flaps are controlled by two slat/flap electronic control units
(SFECUs).
Leading Edge Slats

The slat system consists of three slat panels on each wing. The panels
vary in size, with inboard slat 1 the largest, and outboard slat 3 the
smallest. When required, the slats are anti-iced with hot bleed air from the
engines.
Electric motors mounted on a common slat gearbox, torque tubes and
mechanical actuators are used to extend and retract the slats. Electrically-
activated brakes mounted on the PDUs and outer torque tubes hold the
slats in the selected position.
There are two slat extension positions. When the SLATS/FLAPS lever is
set to the 1, 8 or 20 position, the slats are moved to the 20 position. When
the SLATS/FLAPS lever is set to the 30 or 45 position, the slats are moved
to the fully extended position of 25. Slat position is presented in an analog
format on the primary page. The FLIGHT CONTROLS synoptic page
presents the slats position digitally.
During extension the slats extend before the flaps. During retraction, the
slats are last to retract.
Trailing Edge Flaps

The flap system consists of one pair of inboard and outboard double-
slotted flaps on the trailing edge of each wing. The flaps move rearward
and down when extending.
Electric motors mounted on a common flap gearbox, torque tubes and
mechanical actuators are used to extend and retract the flaps. Electrically-
activated brakes mounted on the PDU and outer torque tubes hold the
flaps in the selected position.
The outboard flaps have fixed leading edge vanes and cams to operate
the bent-up trailing edge (BUTE) doors. The BUTE doors are used to
direct the airflow over the leading edge vanes during flap extension.

The inboard flaps have spring-loaded leading edge vanes that
automatically extend when the flaps are deployed. When the desired
setting is reached, the PDUs are de-energized and brakes are applied.
The flaps are mechanically connected for simultaneous movement of the
inboard and outboard flaps sections.
There are six lever positions, 0 (up), 1 (slats 20), 8, 20, 30 and the fully
extended position of 45. The flaps positions are 0, 8, 20, 30 and 45. Flap
position is presented in a digital and analog format on the primary page.
The FLIGHT CONTROLS synoptic page presents flap position digitally.
The slats/flaps system receives power from the aircraft AC buses during
normal operation and from the ADG during emergency AC power
operation. On emergency AC power, the slats/flaps system automatically
configures to half speed to reduce electrical loading on the ADG.
The SFECUs receive electrical commands from the SLATS/FLAPS control
lever to initiate slats/flaps movement. When the SFECU commands a
change in slats/flaps position, the brakes for the associated slats or flaps
system are released and the electric motors on the PDU are energized.
The PDU rotates the torque tubes to move the actuators, which extend or
retract the slats/flaps. When the desired setting is reached, the PDUs are
de-energized and the brakes applied.

SLATS/FLAPS Control Lever
The SLATS/FLAPS control lever may be set to any of six positions: 0, 1, 8,
20, 30 or 45. Two flap gates are incorporated within the flap lever
quadrant. The forward gate at the 8 position minimizes the possibility of
accidental flap selection to 0 during a go-around procedure. The rearward
gate at the 20 position minimizes the risk of VFE (Flaps 30) being
exceeded.
Emergency Flap Switch

The EMER FLAP switch is installed on the center pedestal to allow limited
flap selection in the event of a mechanical failure of the SLATS/FLAPS
control lever. When deployed, the EMER FLAP switch input to the
SFECUs overrides the SLATS/FLAPS control lever input and causes the
slats to first extend to the 20 position after which the flaps move to the 20
position. The EMER FLAP switch input to the SFECUs is inhibited above
VFE 20 speed.
If the EMER FLAP switch is returned to NORMAL during flight, the SFECU
will command the slats and flaps to the SLATS/FLAPS control lever
selected position, if different from the slats extended with flaps at 20
position. If the switch is returned to NORMAL while on ground, the slats
and flaps will remain in the slats extended with flaps at the 20 position
regardless of the selector position. The on-ground scenario requires that
the SLATS/FLAPS lever be moved out of detent to restore control lever
operation.

EGPWS-Equipped Aircraft
Flap Override Switch/Light
0 0
SLAT/FLAP Lever
GRND PROX Sets slat and 1 1
TERRAIN FLAP MECH
flap position.
OFFF OVRD
VRD CALL 8 8
SLATS
FLAPS
PUSH
20 20
GPWS
FLAP 30 30
GPWS-Equipped Aircraft
OVRD
Flap Override Switch
45 45
NORM
NORMAL
UNIT
NIT EMER FLAP
PWR TXFR
OVERRIDE Switch
ADG DEPLOY
TEST
CONTROL EMER FLAP
Figure 9.15 SLATS/FLAPS Controls

SLATS/FLAPs Position Indications
SLATS/FLAPS position indications are displayed on the EICAS primary
page whenever one or more of the following conditions exists:
• Slats or flaps are greater than 0°
• Landing gear is not up and locked
• Brake temperature monitoring system (BTMS) is in the red range
SLATS/FLAPS indication is removed from the primary page in-flight when
the BTMS is normal, the gear is up and locked, and the slats are up.
SLATS/FLAPS indications reappear whenever the SLATS/FLAPS or
landing gear is extended or the BTMS enters the red range of operation.
SLATS/FLAPS position is always available on the FLIGHT CONTROLS
synoptic page.
In the event of failure of a single PDU or one SFECU channel, the slats or
flaps will operate at a reduced speed. The fault will be annunciated by
either a SLATS HALFSPEED and/or FLAPS HALFSPEED status
message.
Other SLATS/FLAPS faults are displayed as a SLATS FAIL or FLAPS
FAIL caution message, SLAT FAULT, FLAP FAULT status messages and a
FLAPS EMER advisory message.
Slats
FLIGHT CONTROLS
25 25
AIL AIL
45 45
PRM7_09_020
Flaps
Figure 9.16 Synoptic Page – SLATS/FLAPS Indications

GEAR
DN DN DN
SLATS/FLAPS 0
FUEL QTY (LBS) FUEL QTY (LBS)

6000 0 6000 6000 0 6000
TOTAL FUEL 12000 TOTAL FUEL 12000
Slats 0/Flaps 0 (Gear Up) Slats 0/Flaps 0

GEAR GEAR
DN DN DN DN DN DN
SLATS/FLAPS 1 SLATS/FLAPS 8

6000 0 6000 6000 0 6000
Slats 20/Flaps 0 Slats 20/Flaps 8

GEAR GEAR
DN DN DN DN DN DN
SLATS/FLAPS 20 SLATS/FLAPS 30

6000 0 6000 6000 0 6000
Slats 20/Flaps 20 Slats 25/Flaps 30

GEAR
DN DN DN
SLATS/FLAPS 45
PRM7_09_019
FUEL QTY (LBS)

6000 0 6000
TOTAL FUEL 12000
Slats 25/Flaps 45
Figure 9.17 Primary Page – SLATS/FLAPS Indications

Spoiler Control
On the upper surface of each wing there are four spoiler-type panels. The
panels are the MFSs, outboard ground spoiler and the inboard ground
spoiler.
The system is computer-controlled and hydraulically-operated; the two
inboard spoiler panels on each wing provide ground lift dumping (GLD)
function only. The two outboard panels on each wing are multifunction
spoilers (MFS) and provide roll assist (spoileron), proportional lift dumping
(flight spoilers) and GLD functions.
The MFS provide lift dumping and speed control as commanded by the
FLIGHT SPOILER control lever. The MFS may be extended to any
position between 0 and MAX extension. When the MFS are deployed the
FLT SPLR DEPLOY advisory message is presented when thrust levers
are below the CLIMB detent and the aircraft’s altitude is above 300 ft RA.
The advisory message is removed and a FLT SPLR DEPLOY caution
message is presented when the thrust levers are at or above the CLIMB
detent with the MFS deployed and/or the aircraft altitude is below 300 ft
RA.
The ground spoilers have only two positions: fully retracted during flight or
fully deployed after landing. The inboard and outboard ground spoilers,
together with the MFS, comprise the GLD system.
Roll Assist
Roll assist is provided through two pairs of MFSs that operate separately
to assist the ailerons to provide roll control. Each panel is electronically
controlled by the SSCU, and operated by a single hydraulically-actuated
PCU. Pilot inputs to the roll assist system are through the control wheels,
FLIGHT SPOILER control lever, and the two roll priority switch/lights
located on the glareshield. Asymmetric deployment of the MFS is a
function of pilot and copilot control wheel deflection as sensed by two roll
control input modules (RCIMs).
Proportional Lift Dumping

The proportional lift dumping function provides symmetric deployment of
two pairs of MFS via the SSCU. The command is computed as a function
of the FLIGHT SPOILER control lever. Left and right MFS operate
symmetrically to assist with descent.

FLIGHT CONTROLS
0
1/4
R
1/2 E
T
R
0 0
A AIL
C
AIL
3/4 T
0 0
MAX
IGHT
FLIGHT
OILER
SPOILER
Control Wheel Neutral, Full Flight Spoiler Extension
FLIGHT CONTROLS
0
1/4
R
1/2 E
T
R
0 0
A AIL
C
AIL
3/4 T
0 0
MAX
FLIGHT
SPOILER
Control Wheel Neutral, 1/2 Flight Spoiler Extension
Multifunction Spoiler Spoiler Pair Partially

Pair Extends Retracts
FLIGHT CONTROLS
0
1/4
R
1/2 E
T
R
0 0
A AIL AIL
C
3/4 T
0 0
MAX
PRM7_09_021
FLIGHT
SPOILER
Control Wheel Left 1/2, 1/2 Flight Spoilers

Flight Spoiler Multifunction spoilers on the down-going wing extend farther
Control Lever and the opposite wing flight spoiler partially retracts.
Figure 9.18 Flight Spoiler Indications

Spoiler Stabilizer Control Unit (SSCU)
The control wheels and FLIGHT SPOILER control lever send signals to
the spoiler stabilizer control units (SSCU 1 and SSCU 2). Dual redundant
modules within each SSCU control the extension/retraction of the MFS
and GLD systems.
In addition to the MFS and ground spoilers, the SSCU provides control
signals to the horizontal stabilizer trim unit (HSTU) and the rudder travel
limiter (RTL). The SSCU provides automatic power-up self-test when the
aircraft is on the ground and continuous system monitoring during all
phases of operation.
There are three levels of automatic power-up self-testing:
Computer Power-On Self-Test:

When AC electrical power is initially applied to the aircraft the computer
power-on self-test (CPOST) is conducted to verify the integrity of selected
internal components of the SSCUs and other electronic hardware. The test
is automatic and requires no pilot action.
System Power-On Self-Test 1:

System power-on self-test 1 (SPOST 1) is performed immediately after the
CPOST. It tests the integrity of the circuitry within each SSCU module and
other interfaces that are external to the SSCU. The test is automatic and
requires no pilot action.

System Power On Self-Test 2:
After a successful SPOST 1, following every 50th flight cycle, system
power-on self-test 2 (SPOST 2) is initiated when all three hydraulic
systems are pressurized and both stabilizer trim channels (CH 1 and
CH 2) are engaged. SPOST 2 checks the following flight control
subsystems:
Flight Controls
• Pilot and copilot control wheel position/RVDT signal integrity
• Thrust lever and FLIGHT SPOILER control lever RVDT signal integrity
• Roll disconnect switches and aileron bungee breakout switches (no
breakout signals)
MFS and Ground Spoilers
• Electronic connectivity to PCU solenoid coils
• Using the available hydraulic pressure, autorigging of the spoilers is
commanded to full retraction
• Monitors hydraulic pressure at the PCUs
Proximity Sensors
• All spoilers indicate stowed and valid sensor indication
Horizontal Stabilizer Trim Unit
• STAB TRIM (CH 1 and CH 2) switches must be engaged
• Operates stab trim motor, but movement of the stabilizer is not
discernible on the flight deck
• The horizontal stabilizer is inoperative during the test

SPOST 2 Initiation and System Indications:
• SPOST 2 is automatically initiated following the 50th flight cycle when
all three hydraulic systems are pressurized and both channels of the
stabilizer trim are engaged. The green SPLR/STAB IN TEST advisory
message is presented on both the status and FLIGHT CONTROLS
synoptic page when the test is in progress. The nominal test time is 60
seconds. Upon successful completion of SPOST 2, the advisory
message is removed.
• SPOST 2 can be manually armed so that operators may accomplish
SPOST 2 during a convenient maintenance interval (such as overnight
or routine) in order to avoid random SPOST 2 events during daily
operation. To manually arm SPOST 2, one stab trim switch and the
Mach trim engage switch must be depressed for at least 5 seconds.
When manually armed, the SPLR/STAB IN TEST advisory message
will post for 5 seconds. This temporary message posting indicates
SPOST 2 is armed and will start when all three hydraulic systems are
pressurized and both stab trim channels are engaged.
• If SPOST 2 detects a system fault, the SPLR/STAB IN TEST advisory
message is removed and the SPLR/STAB FAULT status message is
posted on both the status and FLIGHT CONTROLS synoptic page. If
the SPLR/STAB FAULT status message appears, a successful
SPOST 2 is required to clear the fault. If the test is simply interrupted,
the process is re-initiated.
The WOW and airspeed lockouts prevent CPOST and SPOST activation
when the aircraft is not stopped on the ground.
Continuous Built-In-Test (C-BIT):

The SSCU and associated systems are continuously monitored during
operation. System faults are annunciated on EICAS.


Ground Lift Dumping System
Description
After touchdown or during a rejected takeoff, the inboard and outboard
ground spoilers in conjunction with the MFS are deployed to spoil lift and
increase drag to assist in aircraft braking. The ground lift dumping (GLD)
system is normally automatic but can be activated manually by the pilot.
The inboard and outboard ground spoilers have no in flight function.

In the automatic and manual modes, arming, deployment and retraction is
controlled by the two spoiler stabilizer control units (SSCU 1 and SSCU 2).
The SSCUs will command all spoiler panels to deploy if the GND LIFT
DUMPING switch is in AUTO or MAN ARM position, and the conditions
shown in figure 9.20 GLD Control Logic are satisfied.
In the event of malfunction, the GLD system can be manually disarmed
through the GND LIFT DUMPING, MAN DISARM switch on the
SPOILERS control panel located on the center pedestal.
The position of the ground spoilers and MFS are shown on the FLIGHT
CONTROLS synoptic page. White position arrows indicate relative
deflection of the GLD surfaces.
The GLD devices are limited to two positions, either deployed or retracted.
The spoilers are continuously monitored and any fault detected is
displayed on the appropriate EICAS screen.
GLD Arming Logic
The GLD circuit must be armed before deployment can take place. Arming
can be accomplished automatically or manually.
GLD deployment during the landing or rejected takeoff is automatic.
Should automatic deployment fail, the GLD devices can be manually
deployed.
After landing or a rejected takeoff, the GLD devices automatically retract in
accordance with SSCU logic. A manual retract function is also provided.

During a touch-and-go landing, the GLD devices will deploy when all
extension parameters are met (see Figure 9.20). Advancing any thrust
lever from IDLE towards TOGA automatically retracts the GLD devices.
The GLD system is again rearmed when the thrust levers are at or above
the TOGA detent.
FLIGHT CONTROLS
MAN ARM
Manually arms the GLD 25 25
AUTO AIL AIL
System requires conditions
45 45
to deploy.
MAN DISARM
Manually disarms GLD
if manually armed. Ground Spoiler Deployment
SPOILERS
GND LIFT
DUMPING
FLIGHT CONTROLS
MAN ARM
AUTO
MAN
DISARM
25 25
GLD Arming Switch AIL AIL
45 45
PRM7_09_022
Ground Spoiler AND

Multifunction Spoiler Deployment
Figure 9.19 GLD Indications


GLD ARMING LOGIC
AUTOMATIC MANUAL
GLD LIFT DUMPING switch

in AUTO position GLD LIFT DUMPING switch
-and- in MAN ARM position
L or R thrust lever TOGA
GLD DEPLOY LOGIC
GROUND SPOILERS MULTIFUNCTION SPOILERS
L and R thrust levers IDLE

L and R thrust levers IDLE
-and-
-and-
L and R MLG WOW (4 seconds)
(any 2 of the following 3 conditions)
-and-
L or R MLG WOW (4 seconds)
(any 1 of the following 2 conditions)
Wheel speed >16 kt
Wheel speed >16 kt
Radio altitude <10 ft AGL (3 seconds)
Radio altitude <10 ft AGL (3 seconds)
GLD RETRACTION AND DISARMING LOGIC
AUTOMATIC RETRACT
AUTOMATIC MANUAL
(TOUCH-AND-GO)
L or R thrust lever TOGA

-and-
Wheel speed <45 kt GLD LIFT DUMPING
L or R thrust lever moved
(for at least 10 seconds) switch in MAN DISARM
from IDLE toward TOGA
-and- position
Aircraft-on-ground
(for at least 40 seconds)
Figure 9.20 GLD Control Logic

Takeoff Configuration Warning System
Description
The takeoff configuration warning system monitors the position of the
flaps, flight spoilers, parking brake, autopilot, aileron, rudder and horizontal
stabilizer trims, to ensure that they are in a safe configuration for takeoff.

The warning system is armed when the aircraft is on the ground. When the
aircraft is in a safe takeoff configuration, a T/O CONFIG OK advisory
message is displayed. The T/O CONFIG OK advisory message is
removed from the status page upon aircraft rotation.
If one or more of the monitored systems is in an unsafe takeoff
configuration (see EICAS Messages, Warning Messages) the master
warning switch/lights flash, aural alerts sound and warning messages are
presented. The configuration warning indications are canceled by correctly
positioning the applicable control or retarding the thrust levers.
92.0 92.0 CONFIG FLAPS T/O CONFIG OK FLT NO. RJ 001

92.0 92.0 CONFIG SPLRS R REV ARMED
L REV ARMED AIL -TRIM- STAB
CONFIG STAB ISOL OPEN
REV REV CONFIG AILERON APU LCV OPEN NU
N1 CONFIG RUDDER L ENG BLEED CLSD
PRM7_09_024
TO PARKING BRAKE R ENG BLEED CLSD

CONFIG AP NO SMOKING 6.1
800 800 SEAT BELTS
LWD RWD ND
Configuration Warning Messages T/O CONFIG OK Message
Figure 9.21 Takeoff Configuration Messages

Proximity Sensing System
Description
The proximity sensing system (PSS) consists of the proximity sensing
electronic unit (PSEU), proximity sensors and proximity switches. The
PSS monitors aircraft systems for correct operation and configuration.
Proximity Sensing Electronic Unit
The PSEU processes information received from landing gear position,

WOW position, thrust reverser position and fuselage door position and
provides instructions to other aircraft systems.
Proximity switches and sensors measure the physical relationship
between two aircraft components. If the components are close together,
the sensors and/or switches provide a ‘near’ signal. If the components are
separated, a “far” signal is generated. The PSS uses this information to
generate appropriate signals for use by other aircraft subsystems.
The PSEU receives inputs from sensors and controls the takeoff
configuration warning system. The PSEU also provides instruction to the
following systems:
• SPS: Stall protection system – Stick shaker and pusher are disabled
on the ground and at rotation.
• SFECU: Slat flap electronic control unit prevents reset of the flap
asymmetry during flight and enables preflight test on ground.
• SSCU: Spoiler stabilizer control unit can initiate automatic GLD
deployment at touchdown with WOW, wheel spin-up and radio altitude
less than 10 ft.
Failure of the proximity sensing system is indicated on the EICAS.

Stall Protection System
Description
The stall protection system (SPS) provides the flight crew with aural,
visual, and tactile (stick shaker) indications of an impending stall. If the
pilot does not take corrective action, the system activates the stick pusher
mechanism to prevent the aircraft from entering the stall.
Stall Protection System Computer
A dual-channel SPS computer monitors the following inputs:

• Angle-of-attack – left and right angle-of-attack (AOA) transducers
(vanes)
• Lateral acceleration – attitude heading reference system (AHRS) or
inertial reference system (IRS)
• Slats/flaps position – SFECUs
• Weight-on-wheels – WOW 1 and WOW 2
• Mach speed – ADC 1, ADC 2 and ISI
The ADCs supply primary Mach data to the SPS computer for Mach
compensation of the aircraft’s stall margin.
The SPS uses the above inputs to calculate the AOA trip points. When a
high AOA is approached, the continuous (CONT) ignition is activated. If
the AOA continues to increase, the stick shaker is activated and the
autopilot is disengaged. If the AOA still continues to increase, the stick
pusher is activated, STALL switch/lights on the glareshield panel flash red
and a warbler sounds.
In the event of an AOA increase rate greater than 1° per second, the stall
protection computer lowers the activation trip point. This prevents the
aircraft’s pitching momentum from carrying it through the stall warning/
stick pusher sequence into the stall.

Figure 9.22 Angle-of-Attack Vane
LLHH EN
EENG
NG
FIRE
PPUSH
US
USH
SHH
PULL UP
ROLL MASTER MASTER
SEL STALL
PLT GND PROX ARMED
ROLL PUSH TO
DISCH
Figure 9.23 Glareshield – STALL Switch/Light

Stick Pusher Disconnect Features
The stall protection computer monitors the rate of change of the AOA vane
to determine when to disconnect the stick pusher.
The stick pusher can be stopped by pressing and holding either the pilot or
copilot control wheel autopilot/stick pusher disconnect switch (AP/SP
DISC). The stick pusher is capable of operating immediately when the
AP/SP DISC switch is released.
Should the SPS incorrectly activate the stick pusher, the stick pusher may
be disabled by selecting either STALL PTCT PUSHER switch to OFF at
the pilot or copilot stall protection panel. Both switches must be ON for
stick pusher activation.
STALL E DN
OFF PARK
NOS
INT PTCT
UP
PUSHER NO
SLOW SE
AP
FAST ON
OFF
SC
I/C
SY
OFF
NC
R/T
Figure 9.24 STALL PTCT PUSHER and AP DISC Switch

Ground Testing
Testing the stall protection system is carried out on the ground by

momentarily pressing either of the STALL switch/lights on the pilot or
copilot glareshield panel.
The stall protection computer continuously monitors the stall protection
system and any fault detected is sent to the DCU for aural and/or visual
annunciation.

Description
Conventional flight controls consist of the control column and wheel and
rudder pedals at each pilot position. In the event of roll or pitch
malfunction, the associated faulted control system can be isolated by
pulling the appropriate disconnect handle.
Aileron and rudder trim are provided.
The yaw damper system provides turn coordination and improves the
aircraft’s stability by damping out yaw. It is engaged and disconnected at
the center pedestal YAW DAMPER control panel.
The FLIGHT SPOILER control lever allows the pilot to selectively deploy
or retract the flight spoilers (MFS). The MFS are also operated
automatically by the GLD system. The GLD system can be armed for
either automatic or manual deployment or disarmed by the GND LIFT
DUMPING control switch on the SPOILERS control panel.
The horizontal stabilizer controls include:
• Pitch trim switches (one set/control wheel)
• STAB TRIM engage switch/lights
• STAB disconnect switch (one set/control wheel)
• MACH TRIM engage/disengage switch/light
The SLATS/FLAPS lever on the center pedestal selects the
electrically-operated slats and flaps.
The stall protection system (SPS) provides the flight crew with aural,
visual, and tactile (stick shaker and pusher) indications of an impending
stall. Stall warning switch/lights illuminate upon activation of the stick
pusher. When the stick pusher is activated, holding the AP/SP DISC
switch on either control wheel will interrupt the pusher. To disarm the stick
pusher system, select either STALL PTCT PUSHER switch to OFF.
Normal and non-normal indications for the flight controls are displayed on
the glareshield and the primary, status and FLIGHT CONTROLS synoptic
pages. The HYDRAULIC synoptic page lists the flight controls that are
powered by each hydraulic system. Aural alerts are provided for the
EICAS flight control warning messages.

PULL &
TURN
ROLL DISC
PULL &
TURN
P
I
T
C
H
D
I
S
C
Figure 9.25 PITCH and ROLL DISC Handles

SPOILERS
GND LIFT
DUMPING
MAN ARM
AUTO
PRM7_09_029
MAN
AN
DISARM
M
Figure 9.26 GND LIFT DUMPING Control Switch
0 0
0
1 1
NORMAL
1/4 8 8
SLATS
FLAPS
R UNIT
NIT PWR TXFR
E
1/2
T
OVERRIDE 20 20
R
A
C
ADG DEPLOY
TEST
3/4 T CONTROL EMER FLAP 30 30
EMER FLAP Switch

MAX 45 45
PRM7_09_030
FLIGHT
SPOILER
Slat/Flap Lever
Flight Spoiler Handle
Figure 9.27 FLIGHT SPOILER and SLATS/FLAPS Controls

NL NR
L R
W W
D D
PRM7_09_031
AIL TRIM RUD TRIM
Figure 9.28 AIL/RUD TRIM Control Panel
DISC YD 1 YD 2
Disconnects both Engages yaw Engages yaw
yaw dampers damper 1 damper 2
YAW DAMPER
YD 1 YD 2
PRM7_09_009
DISC ENGAGE
Figure 9.29 YAW DAMPER Control Panel
STAB TRIM MACH TRIM
CH 1 CH 2 INOP
ENGAGE/
ENGAGE DISENGAGE
Figure 9.30 STAB and MACH TRIM Control Panel

STALL
OFF PARK
INT PTCT
PUSHER
SLOW
FAST ON
OFF
Figure 9.31 STALL PTCT PUSHER Switch
Stab Trim
Disconnect
Switch
E DN
AP/SP DISC Switch
When held, the stall
NOS
UP
NO
SE
pusher is disabled.
Stab Trim AP
Switches
SC
I/C
SY
OFF
NC
R/T
PRM7_09_014
Figure 9.32 Control Wheel Switches

EICAS Messages
The flight controls system messages are shown on the EICAS primary and
status pages. System messages, inhibits and aural alerts are listed in the
AURAL
WARNING
RUDDER FAIL Loss of rudder system.
Aileron trim is outside of the takeoff range “Config

CONFIG AILERON
(trim > ±1°) and both engines >70% N1. Trim”
Autopilot is engaged with the aircraft

“Config
CONFIG AP configured for takeoff and both engines
Autopilot”
>70% N1.
Flaps are not in a takeoff position with the “Config

CONFIG FLAPS 3
aircraft configured for takeoff Flaps”
Rudder trim is outside of the takeoff range. “Config

CONFIG RUDDER
Trim”
Flight spoilers are not retracted with the “Config

CONFIG SPLRS
aircraft configured for takeoff. Spoilers”
Horizontal stab trim is outside of the “Config

CONFIG STAB
takeoff range. Trim”
Parking brake is set with the aircraft

“Config
PARKING BRAKE configured for takeoff and both engines
Brakes”
>70% N1.


Pusher deactivated or failed or one channel of the
STALL FAIL 1-2-3
stall protection computer failed or AOA sensor failed.
PITCH FEEL Failure of the pitch feel system.
RUD LIMITER Loss of rudder travel limiter (RTL) function.
Dual rudder channel shutdown. Both PCUs in
RUD DEGRADED
damped mode.
YAW DAMPER Both yaw dampers are off or failed.
Left and right elevator surface mismatch exceeds 6°
ELEVATOR SPLIT
(<250 KIAS) or 3° (>250 KIAS).
MACH TRIM 1-2-3 Mach trim not engaged or failed on both channels.
STAB TRIM Both stab trim channels are disengaged or failed.
STAB TRIM LIMIT Stabilizer trim is at or greater than 14 trim units.
FLAPS FAIL 2 Both flap channels have failed.
SLATS FAIL Both slat channels have failed.
Any flight spoiler is deployed >3° or the flight spoiler
lever is out of 0 position with the aircraft not in
FLT SPLR DEPLOY
go-around or the radio altitude is above 300 ft
(800 ft <EASA>).
Loss of proportional lift dumping capability for inboard
IB FLT SPLRS
MFS.
Loss of proportional lift dumping capability for
OB FLT SPLRS
outboard MFS.
Roll disconnect has been selected and either no roll
SPOILERONS ROLL priority has been selected or both roll priorities have
been selected.
IB SPOILERONS Loss of roll assist capability for inboard MFS.
OB SPOILERONS Loss of roll assist capability for outboard MFS.
A ground spoiler is deployed and aircraft is not on the
GND SPLR DEPLOY
ground.
IB GND SPLRS Inboard ground spoilers are inoperative.
OB GND SPLRS Outboard ground spoilers are inoperative.
GLD UNSAFE Ground lift dumping mode is unsafe.
Ground lift dumping is not armed and aircraft is in
GLD NOT ARMED
either approach or takeoff configuration.

MESSAGE LOGIC
On ground:
• Both engines running
• Thrust reversers not deployed
• Autopilot not engaged
T/O CONFIG OK • Flaps and spoilers in takeoff position
• Parking brake not set
• Aileron trim set <1°
• Rudder trim set <1°
• Stabilizer trim set in green band
FLT SPLR DEPLOY MFS pair deployed >5° above 300 ft (800 ft <EASA>) AGL.
GRD SPLR DEPLOY Any ground spoilers deployed (on ground or below 10 ft RA).
FLAPS EMER Emergency flap switch is in the DEPLOY position.
GLD MAN ARM Ground lift dumping manually armed.
PLT ROLL CMD Pilot roll authority selected.
CPLT ROLL CMD Copilot roll authority selected.
SPLR/STAB IN TEST SSCS is in self-test (on ground only).

MESSAGE LOGIC
Failure of one flap channel or when system is operating on
FLAPS HALFSPEED
ADG power.
Loss of redundancy of SFECU:
• Failure of emergency flap switch
FLAP FAULT • Loss of cross-channel bus
• Inboard flap skew sensor failure
• Inboard flap skew detection
FLUTTER DAMPER Left or right aileron flutter damper failure.
GLD MAN DISARM Ground lift dumping selected to MAN DISARM.
Loss of redundancy of roll assist control of inboard MFS:
IB FLT SPLR FAULT • Failure of one SSCM
• Failure of one RVDT in the roll sensor
Loss of redundancy of roll assist control of outboard MFS:
OB FLT SPLR FAULT • Failure of one SSCM
• Failure of one RVDT in the roll sensor
Loss of redundancy of inboard ground spoiler control:
IB GND SPLR FAULT • Failure of one SSCM
• Failure of one proximity switch
Loss of redundancy of outboard ground spoiler control:
OB GND SPLR FAULT • Failure of one SSCM
• Failure of one proximity switch
Loss of redundancy of PLD and GLD control of inboard MFS:
• Failure of one SSCM
IB SPLRONS FAULT
• Loss of one RVDT in the FSCL (no loss of redundancy of
GLD control)
Loss of redundancy of PLD and GLD control of outboard
MFS:
OB SPLRONS FAULT • Failure of one SSCM
• Loss of one RVDT in the FSCL (no loss of redundancy of
GLD control)
PITCH FEEL FAULT Loss of redundancy of pitch feel system (one actuator failed).
RUD LIMIT FAULT Loss of rudder limiter redundancy.
RUDDER FAULT Dispatchable internal system faults.
RUD SYS FAULT Non-dispatchable internal system faults.
RUD CH 1 FAIL Rudder channel 1 fail, PCU 1 in damped mode.

MESSAGE LOGIC
SLAT FAULT Left or right wing slat disconnect sensor indicates open.
Failure of one slat channel or when system operating on ADG
SLATS HALFSPEED
power.
SSCU 1 FAULT SSCU 1 has failed or is not powered.
SSCU 2 FAULT SSCU 2 has failed or is not powered.
Stab trim channel 1 not engaged or failed and stab trim
STAB CH 1 INOP channel 2 engaged. NOTE: Category II operations may be
affected by this failure. Review the requirements.
Stab trim channel 2 not engaged or failed and stab trim
STAB CH 2 INOP channel 1 engaged. NOTE: Category II operations may be
affected by this failure. Review the requirements.
Loss of redundancy in either stab trim channel:
• Failure of one SSCM
STAB FAULT
• One pilot or copilot trim switch
• One resolver in the stab actuator
Loss of redundancy:
• One module in each SSCU failed
SPLR/STAB FAULT
• SPOST has not run for more than 5 consecutive times
• Problems identified SPOST which impact system safety
YD 1 INOP Yaw damper 1 not engaged or failed.
YD 2 INOP Yaw damper 2 not engaged or failed.


CB LABEL
SOURCE LOCATION
AIL TRIM DC BUS 2 CBP2-F3
AIL TRIM IND BATTERY BUS CBP1-L7
RCU 1 DC BUS 1 CBP1-H8
RCU 2 DC BUS 2 CBP2-H7
RCU 3 DC ESSENTIAL CBP2-S9
STALL PROT L CH BATTERY BUS CBP1-Q2
STALL PROT R CH DC ESSENTIAL CBP2-U5
STALL PROT STICK PUSHER BATTERY BUS CBP1-Q1
P FEEL 1 DC BUS 1 CBP1-F2
P FEEL 2 DC ESSENTIAL CBP2-R5
SSCU 1 CH A DC BUS 1 CBP1-F1
SSCU 1 CH B DC BUS 2 CBP2-F1
SSCU 2 CH A DC ESSENTIAL CBP2-R3
SSCU 2 CH B DC ESSENTIAL CBP2-R4
FLAPS CONT CH 1 DC ESSENTIAL CBP2-R1
FLAPS CONT CH 2 BATTERY BUS CBP1-L5
SLATS CONT CH 1 DC ESSENTIAL CBP2-R2
SLATS CONT CH 2 BATTERY BUS CBP1-L6
Figure 9.37 Circuit Breakers – Flight Controls

TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
Electronic Flight Instrument System. . . . . . . . . . . . . . . 10-3
Primary Flight Display . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
Multifunction Display . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
EFIS Control Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
Air Data Reference Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
Display Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9
Flight Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9
Pitot Static and Air Data System . . . . . . . . . . . . . . . . . 10-10
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10
Components and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10
Total Air Temperature Probe . . . . . . . . . . . . . . . . . . . . . . . . . . 10-12
Air Data Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-12
Air Data Reference Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-13
HPA/IN Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-13
BARO Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-13
DH/MDA Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-13
TGT/VSPDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-14
RA Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-14
Air Data System Indications. . . . . . . . . . . . . . . . . . . . . 10-16
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16
Airspeed Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16
Reference Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16
Speed Bug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-17
High-Speed/Flap Overspeed Cue . . . . . . . . . . . . . . . . . . . . . . 10-17
Low-Speed Cue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-18
Low-Speed Awareness Cue (Green Line) <FAA> . . . . . . . . . . 10-18
Trend Vector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-19
Copyright © Bombardier Inc. Flight Instruments

TABLE OF CONTENTS
Mach Number. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-19
Air Data Flags. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-19
Negative Altitude Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-19
Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-22
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-22
Altitude Display. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-22
Preselect Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-23
Altitude Alert Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-23
Acquisition Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-23
Cross-side Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-23
Deviation Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-24
Advisory Vertical Navigation. . . . . . . . . . . . . . . . . . . . . . . . . . . 10-24
Barometric Pressure Setting Knob . . . . . . . . . . . . . . . . . . . . . . 10-25
Minimum Descent Altitude (MDA) . . . . . . . . . . . . . . . . . . . . . . 10-25
Decision Height (DH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-26
Radio Altitude Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-27
Radio Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-28
Vertical Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-28
Attitude and Heading Reference System . . . . . . . . . . 10-30
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-30
AHRS AHS-4000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-30
AHRS Computers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-31
HEADING Control Panels . . . . . . . . . . . . . . . . . . . . . . . . . 10-31
Ground Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-32
In-Flight Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-33
Inertial Reference System . . . . . . . . . . . . . . . . . . . . . . 10-34
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-34
Inertial Reference Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-34
IRS Control Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-35
Attitude Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-35
Navigation Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-35
IRS Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-36
Flight Instruments Copyright © Bombardier Inc.

TABLE OF CONTENTS
NAV Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-36
Rapid Realignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-36
ATT Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-36
Attitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-38
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-38
Attitude Information Field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-38
Fixed Aircraft and Wing Symbol. . . . . . . . . . . . . . . . . . . . . . . . 10-38
Horizon Line. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-38
Sky/Ground Raster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-38
Pitch Tape . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-38
Roll Scale and Pointer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-39
Slip/Skid Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-39
Vertical Deviation Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-39
Glideslope Flag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-39
Windshear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-40
Declutter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-41
Heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-42
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-42
Heading Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-42
Heading Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-42
Selected Heading Reference . . . . . . . . . . . . . . . . . . . . . . . . . . 10-43
Attitude and Heading Flags . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-43
Drift Angle Pointer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-43
Navigation Display Indications . . . . . . . . . . . . . . . . . . 10-44
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-44
Navigation Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-44
Navigation Source Indicator . . . . . . . . . . . . . . . . . . . . . . . . 10-44
Course Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-45
Distance Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-45
Station Identifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-45
Bearing Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-46
Navigation Alert Flags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-47

TABLE OF CONTENTS
Navigation Source Warning Flag . . . . . . . . . . . . . . . . . . . . 10-47
Bearing Flag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-47
Horizontal Situation Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . 10-47
Course Pointer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-47
Lateral Deviation Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-47
Lateral Deviation Scale . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-48
TO/FROM Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-48
Automatic Flight Control System Display . . . . . . . . . . . . . . . . . 10-48
Flight Mode Annunciator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-49
Modes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-49
Flight Director Command Bars . . . . . . . . . . . . . . . . . . . . . . . . . 10-49
1/2 BNK Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-49
Flight Director Label . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-49
Autopilot Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-50
Autopilot Trim Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-51
Elevator Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-51
Aileron Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-51
YAW Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-51
DCP Warning Flag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-51
Overtemperature Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-51
Multifunction Displays . . . . . . . . . . . . . . . . . . . . . . . . . 10-52
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-52
Display Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-52
Information Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-53
Radar/Terrain Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-54
Universal Coordinated Time (UTC) . . . . . . . . . . . . . . . . . . 10-54
True Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-54
Ground Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-54
Static Air Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-54
Total Air Temperature Display . . . . . . . . . . . . . . . . . . . . . . 10-54
Display Temp Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-54
Range Rings and Compass Card. . . . . . . . . . . . . . . . . . . . . . . 10-55
Aircraft Symbol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-55
Weather Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-55
EGPWS Terrain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-55

TABLE OF CONTENTS
Bearing Source and Pointers . . . . . . . . . . . . . . . . . . . . . . . . . . 10-55
FMS Wind Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-55
Display Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . 10-56
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-56
NAV SOURCE Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-56
HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-57
NAV SECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-57
PUSH X-SIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-58
FMS MAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-59
FMS PLAN MAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-59
Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-60
RDR/TERR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-61
Enhanced GPWS Terrain Mode . . . . . . . . . . . . . . . . . . . . . . . 10-62
TFC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-63
Maintenance Diagnostic Format . . . . . . . . . . . . . . . . . . . . . . . 10-64
Source Selector Panel . . . . . . . . . . . . . . . . . . . . . . . . . 10-66
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-66
ATT HDG Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-66
AIR DATA Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-66
DSPL CONT Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-67
EICAS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-67
EFIS Comparison Monitor . . . . . . . . . . . . . . . . . . . . . . 10-68
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-68
PFD Comparison Monitor Messages . . . . . . . . . . . . . . . . . . . . . . 10-68
Heading (HDG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-68
Roll Attitude (ROL). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-68
Pitch Attitude (PIT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-68
Indicated Airspeed (IAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-68
Altitude (ALT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-69
Localizer (LOC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-69
Glideslope (GS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-69
Radio Altimeter (RA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-69

TABLE OF CONTENTS
Display Reversionary Panel. . . . . . . . . . . . . . . . . . . . . 10-70
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-70
NORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-70
PFD 1 or PFD 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-70
EICAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-70
Standby Flight Instruments . . . . . . . . . . . . . . . . . . . . . 10-72
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-72
Integrated Standby Instrument . . . . . . . . . . . . . . . . . . . . . . . . . 10-72
Aligning Flag. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-72
ISI Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-72
Standby Compass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-74
Clocks (GPS-Synchronized) . . . . . . . . . . . . . . . . . . . . 10-76
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-76
Time/Date Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-76
ET/CHR Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-77
MODE Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-77
CHR Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-77
ET SEL Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-77
EICAS Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-79
Power Supply and Circuit Breaker Summary . . . . . . 10-80

LIST OF FIGURES
Figure 10.1 EFIS Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
Figure 10.2 Primary Flight Display (PFD) . . . . . . . . . . . . . . . . . . . . . 10-5
Figure 10.3 Multifunction Display Formats . . . . . . . . . . . . . . . . . . . . 10-7
Figure 10.4 Air Data Reference Panel (ARP) . . . . . . . . . . . . . . . . . . 10-8
Figure 10.5 Display Control Panel (DCP) . . . . . . . . . . . . . . . . . . . . . 10-9
Figure 10.6 Flight Control Panel (FCP) . . . . . . . . . . . . . . . . . . . . . . . 10-9
Figure 10.7 Pitot Static System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11
Figure 10.8 Air Data Reference Panel (ARP) . . . . . . . . . . . . . . . . . 10-15
Figure 10.9 Speed Scale . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20
Figure 10.10 Air Data Flags/Negative Altitude Warning . . . . . . . . . . 10-21
Figure 10.11 Altitude Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-23
Figure 10.12 PFD VNAV Indications . . . . . . . . . . . . . . . . . . . . . . . . . 10-24
Figure 10.13 Minimum Descent Altitude . . . . . . . . . . . . . . . . . . . . . . 10-25
Figure 10.14 Decision Height Display . . . . . . . . . . . . . . . . . . . . . . . . 10-26
Figure 10.15 Radio Altitude Display . . . . . . . . . . . . . . . . . . . . . . . . . 10-27
Figure 10.16 Radio Altitude Flag . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-28
Figure 10.17 AHRS AHS-4000 HEADING Control Panel . . . . . . . . . 10-31
Figure 10.18 Ground and In-flight Alignment Messages . . . . . . . . . . 10-33
Figure 10.19 IRS Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-35
Figure 10.20 Ground and In-flight Alignment Messages . . . . . . . . . . 10-36
Figure 10.21 GS Flag and Windshear Messages . . . . . . . . . . . . . . . 10-40
Figure 10.22 PFD Declutter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-41
Figure 10.23 Heading Information . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-43

LIST OF FIGURES
Figure 10.24 PFD – NAV Source Information . . . . . . . . . . . . . . . . . . 10-45
Figure 10.25 Bearing Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-46
Figure 10.26 Horizontal Situation Indicator . . . . . . . . . . . . . . . . . . . . 10-48
Figure 10.27 PFD Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-50
Figure 10.28 AFCS Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-51
Figure 10.29 Multifunctional Display . . . . . . . . . . . . . . . . . . . . . . . . . 10-53
Figure 10.30 Display Control Panel (DCP). . . . . . . . . . . . . . . . . . . . . 10-56
Figure 10.31 HSI Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-57
Figure 10.32 NAV Sector – Cross-Side Indication . . . . . . . . . . . . . . . 10-58
Figure 10.33 FMS Plan Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-59
Figure 10.34 FMS Map with Radar Overlay . . . . . . . . . . . . . . . . . . . . 10-60
Figure 10.35 RDR/TERR and TFC Pushbuttons . . . . . . . . . . . . . . . . 10-61
Figure 10.36 Radar Test Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-61
Figure 10.37 EGPWS Terrain/Test Display . . . . . . . . . . . . . . . . . . . . 10-62
Figure 10.38 TCAS Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-63
Figure 10.39 Maintenance Diagnostic Format . . . . . . . . . . . . . . . . . . 10-64
Figure 10.40 Source Selector Panel . . . . . . . . . . . . . . . . . . . . . . . . . 10-67
Figure 10.41 Comparator Messages . . . . . . . . . . . . . . . . . . . . . . . . . 10-69
Figure 10.42 Display Reversionary Panel . . . . . . . . . . . . . . . . . . . . . 10-70
Figure 10.43 Integrated Standby Instrument . . . . . . . . . . . . . . . . . . . 10-73
Figure 10.44 Standby Compass. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-74
Figure 10.45 GPS Clock. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-78
Figure 10.46 Caution Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-79

LIST OF FIGURES
Figure 10.47 Status Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-79
Figure 10.48 Circuit Breakers – Flight Instruments . . . . . . . . . . . . . . 10-80

For Training Purposes Only 10-ix
LIST OF FIGURES

10-x For Training Purposes Only
FLIGHT INSTRUMENTS

Introduction
Flight instruments include the electronic flight instrument systems, standby
instruments and clocks. Data for the flight instruments is provided by an air
data system, radio altimeter and either an attitude and heading reference
system (AHRS) or an inertial reference system (IRS). Flight instruments
provide the following basic information to the flight crew:
• Altitude (barometric/radio)
• True airspeed
• Airspeed (Mach/KIAS)
• Temperature data
• Airspeed trend
• Aircraft attitude
• Vertical speed
• Heading information
• Overspeed warning
• Navigation information
Electronic flight instruments consists of a primary flight display (PFD) and
a multifunctional display (MFD) for each pilot. An integrated standby
instrument (ISI) provides standby attitude, altitude and airspeed
information to the flight crew. An independent standby compass provides
aircraft heading in relation to magnetic north. An electronic clock provides
the time source for the aircraft avionics equipment.
Air data provided by a pitot-static system and a temperature probe provide
the flight instruments with speed, altitude and temperature data. The radio
altimeter provides an accurate measurement of height above terrain at low
altitudes. The AHRS or IRS systems provide attitude, heading, position,
angular rate and linear acceleration information.

Electronic Flight Instrument System
All basic flight information is presented to the flight crew on electronic flight
instrument system (EFIS) displays. Each pilot instrument panel contains a
primary flight display (PFD) and a multifunctional display (MFD). All four
displays are electronically identical to permit transfer of display data.
Each PFD has the primary function of pictorially showing aircraft attitude,
altitude, airspeed, flight director commands and flight mode annunciations.
Each MFD acts as a navigation system display and has a primary function
of showing current heading (compass) and course information. The MFDs
can also display moving map navigation pictorials, navigation sensor data,
weather radar targets, and TCAS traffic. Cross-side compass information
and backup navigation information can be superimposed on either display.
EICAS information can also be displayed on either MFD.
EFIS Displays
AIRSPEED LIMITS - (CALIBRATED SPEEDS) AIRSPEED LIMITS - (CALIBRATED SPEEDS)

VFE (45 FLAPS) 170 VMO (BELOW 8,000 ft) 330 VFE (45 FLAPS) 170 VMO (BELOW 8,000 ft) 330
VFE (30 FLAPS) 185 VMO (8,000 to 25,400 ft 335 T T VFE (30 FLAPS) 185 VMO (8,000 to 25,400 ft 335
VFE (20 FLAPS) 230 MMO (25,400 to 28,300 ft) 0,80 BR BR VFE (20 FLAPS) 230 MMO (25,400 to 28,300 ft) 0,80
VFE (8 FLAPS) 230 VMO (28,300 to 31,400 ft) 315 VFE (8 FLAPS) 230 VMO (28,300 to 31,400 ft) 315
VFE (1 FLAPS) 230 MMO (31,400 to 41,000 ft) 0,85 VFE (1 FLAPS) 230 MMO (31,400 to 41,000 ft) 0,85
VA (MANEUVERING) VLO (EXT) (L/G EXTENSION) 220 88.2 88.2 R REV ARMED FLT NO. CRJ079a VA (MANEUVERING) VLO (EXT) (L/G EXTENSION) 220
(AT SEA LEVEL @ 72,750 LB) 247 VLO (RET) (L/G RETRACTION) 200 23.6 23.6 (AT SEA LEVEL @ 72,750 LB) 247 VLO (RET) (L/G RETRACTION) 200
(AT 20,000 FT @ 42,000 LB) 220
L REV ARMED TRIM 220
205 VLE (L/G EXTENDED) AIL STAB (AT 20,000 FT @ 42,000 LB) 205 VLE (L/G EXTENDED)
PARKING BRAKE ON
NU
SEAT BELTS
N1 NO SMOKING
TO APU LCV OPEN
BR
T
BR
T
ISOL OPEN 7.9 BR
T
BR
T
490 490 R ENG BLEED CLSD

5 000 STD L ENG BLEED CLSD 5 000
TO WX+TRB 1013 hPa
LWD RWD ND WX+TRB TO
UTC 14:09 TAS 0 GS 0 SAT 15C TAT 15C UTC 14:09 TAS 0 GS 0 SAT 15C TAT 15C TO ALTS
TO ALTS ITT 80 300
2
2 RUDDER
RW06R 0NM : : + 60 200 NL NR RW06R 0NM : : FD1
10
YUL 14NM : : 61.6 61.6 YUL 14NM : :
1 HOKKE 38NM : :
40 0 100
HOKKE 38NM : : 1
CYYZ 291NM : : LB - 10 000
CYYZ 291NM : : LB
0 059 N2 GEAR 20
900
OXY 1850 059 0
DN DN DN 29.92 In APU C TEMP 24 C
510 FF (PPH) 510
61 OIL TEMP 77 CAGE BARO 100 349 C ALT 0 VT 196
VT 196 SLATS/FLAPS 8
V2 143 44 OIL PRESS 44 RATE 0 V2 143
VR 133 P 0. 0 VR 133
V1 133 0.1 F 0.1 LDG ELEV 300 V1 133
A FUEL QTY (LBS) 0 FT 29.92 IN
200 0 FT 29.92 IN N
6120 0 6230
RPM EGT BRAKE TEMP
40 200
40
VIB TOTAL FUEL 12350 DOOR OPEN 00 00 00 00
FMS1 TCAS 12 4 FMS2 TCAS 12 4

OFF CRS 331 OFF
CRS 331
PRM7_10_001
13. 5 NM 20 YUL CYUL 20 YUL CYUL 13. 5 NM

YUL YUL 0.0
TERM
0.0 TERM
ADF1
ADF2
12 12
4 4
COCKPIT VOICE
RECORDER
HOLD
5 SEC
TEST HEADSET ERASE
EICAS Displays
Figure 10.1 EFIS Displays

Primary Flight Display
Description
Located on the main instrument panels, two primary flight displays (PFDs)
provide the operator with the information necessary for the safe operation
of the aircraft. Cooling is provided for the screens and is discussed in
detail in PRM Chapter 7 – Environmental Control System.
The following data is displayed on the PFD:
• Airspeed (Mach/KIAS)
• Vertical speed
• Altitude
• Attitude (ADI)
• Heading (HSI)
• Flight director (FD) command bars and status
• Navigation information
• Flight mode annunciation (FMA)
• Autopilot information (AP)


Flight Director
Command Bars
5 000
TO
TO ALTS
80 2 300
10
60 1 200 Attitude
Airspeed
40 0 100 Altitude
VT 199
10 000
V2 151
VR 140
V1 140 100
200
0 FT 29.92 IN Heading
3
6
E TCAS 1
2 4
Navigation FMS1 OFF
Source CRS 331
PRM279_10_002
N
12
13.5 NM Vertical
YUL 0.0
Speed
33
TERM
15
1 2 4
30
Figure 10.2 Primary Flight Display (PFD)

Multifunction Display
Description
The multifunctional displays (MFDs) combine HSI display and map display
data on selectable navigation formats. The MFD can also be used as a
reversionary display should the PFD or engine indication and crew alerting
system (EICAS) display fail.
The following MFD navigation formats may be selected:
• HSI
• NAV SECTOR
• FMS MAP
• TCAS
• FMS PLAN MAP
• RADAR

WX RADAR OFF
UTC14:09 TAS 0 GS 0 SAT 15C TAT 15C
VOR1 CRS 059 VOR1 CRS 059
YUL 13 .5 NM YUL 13 .5 NM
TTG
TTG 059
HSI 3 E
059
6
3 E
40
12
N
20
33
15
YUL
NAV SECTOR
30
W 21
24
WX+TRB WX
UTC14:09 TAS 0 GS 0 SAT 15C TAT 15C UTC14:09 TAS 0 GS 0 SAT 15C TAT 15C
RW06R 0NM 00:00 TCAS OFF

YUL 14NM -:-- --:-- FMS MAP 10NM
HOKKE 38NM -:-- --:-- TCAS TEST
CYYZ 291NM -:-- --:-- ----- LB
059
3 E
10
10
02
40 TCAS 02
20
YUL CYUL
ADF1
ADF2
WX WX+TRB T+6.0
RW06R 0NM 00:00

YUL 14NM -:-- --:--
N
FMS PLAN MAP HOKKE 38NM -:-- --:--
YUL CYYZ 291NM -:-- --:-- ----- LB
10
059
3 E
ULNB CYUL 40
ICA
RADAR
PRM279_10_003
20
YUL CYUL
Figure 10.3 Multifunction Display Formats

EFIS Control Panels
Description
Information related to speed, barometric setting, navaid source and MFD
format is inserted through controls on the following control panels:
• Air data reference panel (ARP)
• Display control panel (DCP)

Air Data Reference Panel
The air data reference panel (ARP) is used to present the following pilot
selectable information on the associated PFD:
• Reference speeds
• MDA reference altitude
• Decision height
• Barometric altitude setting
The RA TEST pushbutton on the ARP is used to conduct the radio altitude
test.
SEL DH MDA HPA/IN
SPEED REFS BARO

TGT VSPDS
PRM279_10_006
RA TEST
EST
Figure 10.4 Air Data Reference Panel (ARP)

Display Control Panel
Each display control panel (DCP) provides control for the following:
• MFD format selection
• NAV source selection
• Bearing pointer selection
• Cross-side NAV data and course display
• Weather radar or EGPWS presentation
• TCAS presentation
If one DCP should fail, pilot selection of the DSPL CONT knob on the
source selector panel permits the operable DCP to control both EFIS
displays.
BRG Pointer 1 FORMAT and RANGE

Pushbutton Selector
BRG FORMAT RANGE
NAV
SOURCE
RDR/TERR TFC
PRM279_10_033
BRG Pointer 2 RDR/TERR TFC NAV SOURCE
Pushbutton Pushbutton Pushbutton Pushbutton
Figure 10.5 Display Control Panel (DCP)
Flight Control Panel
Flight director (FD) modes and course pointers are set through controls on
the flight control panel (FCP).
PRM79_10_060

AP ENG SPEED DOWN

D
FD
UP

Pitot Static and Air Data System
Description
The pitot static system supplies variable air pressure inputs to the air data
computers (ADC 1 and ADC 2), stall protection system, the cabin
pressurization system and the integrated standby instrument (ISI).

There are three independent pitot and static systems:
• P1 is the normal pitot input to ADC 1
• S1 is the normal static input to ADC 1
• P2 is the normal pitot input to ADC 2
• S2 is the normal static input to ADC 2
• P3 is the pitot input to the ISI
• S3 is the static input to the ISI and the cabin pressurization system

STD
1013 hPa
80 300
Integrated
+ 60 200
Standby 10
Instrument 40 0 100
(ISI) - 10 000
20
900
29.92 In
Standby CAGE BARO Copilot's

Pitot Pitot Static
Probe P3 Probe
S1 S1
Pilot's
Pitot Static S2 S2
Probe P1 P2
S1/S2/S3
Manifold
S3 S3
Standby Standby
Static Port Static Port
ADC 1 CPCP ADC 2
Total Air PRM7_10_010

Legend
Pitot Pressure Line Temperature
Static Pressure Line Probe (right side only)
Drain
Figure 10.7 Pitot Static System

Total Air Temperature Probe
An electrically-heated total air temperature (TAT) probe is mounted on the

fuselage beneath the copilot side window. The probe measures the TAT
and supplies this information to the air data computers (ADC 1 and
ADC 2).
The ADCs use the TAT probe data to calculate the static air temperature
(SAT), true airspeed (TAS) and the total air temperature (TAT). The
information is then sent to the EFIS for display.
Air Data Computer
Each air data computer (ADC) receives pitot static pressure and
temperature from the pitot, static and TAT probes and pilot-selected inputs
from the air data reference panel (ARP). The ADC also receives inputs
from the integrated avionics processing system (IAPS).
The ADC calculates the following air data system parameters:
• Pressure altitude and barometric-corrected altitude
• Static air temperature (SAT)
• Total air temperature (TAT)
• Temperature variations from standard (ISA)
• Vertical speed
• Indicated airspeed
• Mach number
• True airspeed
• IAS reference
• Vertical speed reference
• Airspeed trend vector
• Barometric setting alerts (preselected to FL180)
• Static source error correction
• Maximum speed (VMO and MMO)
• Overspeed warning

Air Data Reference Panel
The air data reference panels (ARPs) are microprocessors that permit the
pilots to select the information presented on the PFDs. The left ARP
controls the selectable information displayed on the left PFD. The right
ARP controls the selectable information displayed on the right PFD.
The ARP is used to select:
• Barometric altitude setting (BARO)
• Altimeter presentation in hectapascels or inches of mercury (HPA/IN)
• decision height and minimum descent altitude (DH/MDA)
• VFTO and V-speeds (TGT/VSPDS)
• Radio altimeter test (RA TEST)
HPA/IN Pushbutton
The HPA/IN pushbutton selects either hPa or inches Hg for display on the
PFD.
BARO Knob
The BARO knob is rotated to change the barometric pressure setting
displayed on the PFD. Pressing the center of the BARO knob changes the
altimeter setting to the standard barometric pressure setting of
29.92 in of mercury, or 1013 hPa.
DH/MDA Knob
The DH/MDA knob consist of three separate controls.
The outer collar is used to initiate the change process. Turning the outer
collar counter-clockwise displays DH (decision height) on the PFD.
Turning the collar clockwise displays MDA (minimum descent altitude).
The inner control knob is used to change the numerical value of the DH or
MDA readout (feet) as displayed on the PFD.
If DH or MDA are not displayed on the PFD, pressing the center of the
inner knob will present the previously selected DH/MDA value. A second
press removes the DH/MDA readout from the display.

TGT/VSPDS
PFD reference speeds are selected at the ARP. Pilot selection at either
panel changes the reference speeds presented on both PFDs.
The outer collar of the SPEED REF mode knob is used to initiate the
change process. Turning the outer collar counterclockwise displays VT in
the change window of the PFD speed reference field. Turning the outer
collar clockwise presents the V1, VR and V2 reference speeds.
To modify the displayed VFTO speed, turn the outer collar to TGT. Rotating
the inner knob changes the numerical value of the VT speed in the change
window.
To change the V1, VR or V2 reference speeds, turn the outer collar to
VSPDS. The SEL pushbutton is used to cycle the PFD change window
through the 3 selectable (V1, VR, V2) values. When the correct V-speed is
presented in the change window, rotating the inner knob changes the
numerical readout. Pushing the SEL a second time cycles the change
window to the next selectable V-speed and the inner knob is used to
modify the presented value. The process is repeated a third time until all
V-speeds are set.
Pressing the center of the inner knob replaces the previously set value in
the change window with a dashed line. A second press returns the readout
to the previously set value.
The change window is only presented on the PFD when modifying the
reference speeds. When the changes are complete, the change window is
removed from view after the required time delay has been observed.
RA Test
A radio altimeter test (RA TEST) pushbutton when held, initiates the radio
altimeter self-test. A valid RA TEST is indicated on the PFDs when 50 ft
AGL is displayed on both the digital and analog readouts. Releasing the
pushbutton terminates the test and returns the PFD indications to 0.
When the optional second radio altimeter is installed, RAD ALT no.1 is
tested at the pilot’s ARP and is displayed on the pilot’s PFD.
RAD ALT no. 2 is tested and displayed at the copilot’s station.

SEL DH MDA HPA/IN
SPEED REFS BARO

TGT VSPDS
PRM279_10_011
RA TEST
EST
Figure 10.8 Air Data Reference Panel (ARP)

Air Data System Indications
Description
The PFD display presents airspeed, altitude and vertical speed
indications. Airspeed information is displayed on the left side of the PFD.
Altitude and vertical speed information is displayed on the right.

Airspeed information displayed on the PFD includes:
• Airspeed and Mach number display
• Reference speeds
• Low/high-speed cues
• Flap overspeed cue
• Low-speed awareness cue (green line <FAA>)
• Airspeed trend vector
The ADC computes the indicated and true airspeeds that are displayed on
the PFD. The V1, VR, V2 and VT reference speeds are set through the
ARP. The SPEED knob on the FCP is used to set the magenta speed bug
on the indicated airspeed tape.
Airspeed Display
The airspeed display is shown on the top left side of the PFD as a vertical
moving tape. The airspeed pointer is a fixed arrow aligned with the aircraft
symbol.
The indicated airspeed tape has an airspeed range from 40 to 400 kt. The
tape has a scale that is marked every 10 kt and numerically marked every
20 kt. A 5 kt mark is added between 40 and 200 kt.
Reference Speeds
The takeoff reference speeds are presented on the speed scale as cyan 1,
R, 2, and T characters. Each character is accompanied by a thin solid
cyan line that is overlaid on the speed tape. Takeoff reference speeds are
selected at the ARPs.

Speed Bug
The SPEED knob on the FCP is used to set the airspeed reference bug to
the desired speed on the airspeed tape. When the center of the SPEED
knob is pressed, the speed reference toggles between Mach and speed.
When the SPEED pushbutton on the FCP is pressed, the speed bug
automatically aligns itself with the airspeed pointer.
The speed bug is sometimes referred to as the speed bucket because of
its unique design. The bug is 10 kt wide. Measuring from the center, there
is a ±5 kt speed deviation to the outer edges of the indicator.
High-Speed/Flap Overspeed Cue
An alternating red and black checkerboard cue is used to visually

represent both the maximum operating speed and when the flaps are
extended, VFE for the selected slats/flaps setting.
When the aircraft is operated near the top of its speed envelope, the cue
indicates the airspeed at which at VMO/MMO will be exceeded. The
overspeed clacker sounds if VMO/MMO is exceeded.
When the slats/flaps are extended, the checkerboard cue is overlaid on
the airspeed indicator. The bottom of the cue represents the VFE speed for
the existing slats/flaps selection. The overspeed clacker sounds if VFE is
exceeded.

Low-Speed Cue
An alternating red and black checkerboard cue is used to visually alert the
pilot of an impending stall shaker. The cue descends from the stick shaker
speed to the bottom edge of the tape window and appears on the PFD
3 seconds after lift-off. In the landing configuration (gear down, flaps 45),
the top of the cue represents a calculated airspeed of 1.06 VS.
When AOA data fails or is missing (which may or may not be due to a stall
system failure), the low-speed cue changes to its default setting. The
alternating red and black checkerboard cue stops at 100 kt and a yellow
line extends upwards from the top of the checkerboard to 120 kt.
The intent of this defaulted failure indication is to provide some remaining
indication of low speed awareness while indicating that the low-speed cue
is in a degraded and defaulted mode.
The defaulted low speed cue should not be relied upon to provide an
accurate indication of proximity to stall shaker.
Low-Speed Awareness Cue (Green Line) <FAA>
The green line is provided as a reference only. The pilots must always use
the appropriate QRH or AFM V-speeds to ensure adequate safety and
performance factors.
The purpose of the low-speed awareness cue or green line (25% margin
above stick-shaker speed) is to promote a visual awareness of the
approach speed in relationship to stick-shaker activation. The green line is
also helpful in determining the maneuver margin available when the
landing gear is extended and/or for any flap setting during approach and
departure.
During cruise, the green line should not be consulted. At higher altitudes
or airspeed, slight differences in the airflow over the left and right
angle-of-attack (AOA) vanes caused by side-slippage or turbulence may
cause splits in the left and right PFD green line positions. This does not
constitute a stall protection system failure.

Trend Vector
The airspeed trend vector originates from the tail of the indicated airspeed
arrow. The magenta trend vector moves vertically in response to aircraft
acceleration or deceleration. The trend vector continuously predicts the
speed of the aircraft that is likely to occur 10 seconds into the future if
conditions remain unchanged.
Mach Number
When the aircraft speed exceeds Mach .45, a Mach window is displayed in
the top left corner of the PFD. When aircraft Mach decreases below .40,
the window is removed from view.
Air Data Flags
When ADC airspeed, altitude or vertical speed data is invalid, red air data
flags are presented to replace the affected system’s information.
Negative Altitude Warning
A yellow NEG label is displayed when the altitude is less than 0 ft.

160 80 180
Takeoff
140 60 160 Reference
Speeds
Low Speed Displayed
Cue (if AOA on Speed
120 data has 40 140 Scale
failed changes (1, R, 2, T)
to yellow bar VT 180 Takeoff
100 bracketing V2 142 Reference 120
lowest and VR 131 Speeds
highest stall Selected
speed of V1 126
90 airplane) 100
Speed
200 200 Bug 200
1/2 BNK
MACH
M.801 Number
180 260 Flap Limit 340
Speed Cue High Speed
with Flap 8 Cue
160 Green Line 240 Selected 320
Low Speed
Awareness
Cue (FAA) Indicated
140 220 Airspeed 300
Pointer Trend
Vector
120 200 280
Low Speed
Cue
PRM279_10_012
100 180 260

200 220 300
Figure 10.9 Speed Scale

5 000
2 100
10
Negative Altitude 1 000
Warning
N
E
G
100
IAS ALT
10 200
Air Data Flags 300

29.92 IN
6 4
3 E 1 2
V/S
PRM279_10_019
N
12
0.0
33
15
1 2 4
30
Figure 10.10 Air Data Flags/Negative Altitude Warning

Altitude
Description
Barometric altitude information displayed on the PFD consists of:
• Altitude display and readout
• Preselect altitude
• Altitude alert
• Minimum descent altitude (MDA) or decision height (DH)
• Barometric pressure setting
The ADC calculates the pressure altitude and barometric-corrected
altitude. The preselected altitude is set via the FCP. Barometric pressure
readout and DH/MDA is set through controls on the ARP.

Altitude Display
The altitude display is shown on the right side of the PFD as a moving
tape with a fixed digital readout window. The barometric altitude readout
ranges from -1000 to 50,000 ft. The digital readout in the fixed altitude
window indicates the actual altitude.
The fine altitude display graduations on the tape are marked every 20 ft
and numbered every 100 ft.
The coarse altitude display graduations on the tape provide gross altitude
awareness and assist the pilot in capturing altitudes. The coarse
graduations are not numbered but are marked with large rectangles for
increments of 1000 ft and small rectangles for increments of 500 ft.
For aircraft with the optional metric altitude readout, a boxed metric
altitude is displayed at the bottom and top of the altitude tape.

5000 Preselect Altitude

2
200
Fine Altitude
Coarse Altitude Graduations
1 100
Graduations
0 000
100 Altitude Tape
200
29.92IN
Barometric 4
12
Pressure Settings
PRM279_10_013
0.0
1 2 4
Figure 10.11 Altitude Display
Preselect Altitude
The preselect altitude bug and digital readout are selected at the ALT knob
on the FCP. The preselect altitude is a reference for the altitude alert and
flight director systems.
The magenta preselect altitude readout is displayed above the altitude
tape and has a selection range of -1000 to 50,000 ft in increments of
100 ft.
The range of the metric preselect altitude is from -300 to 17,000 m.
Altitude Alert Modes
Acquisition Mode
During the climb or descent, both the pilot and copilot’s preselected
altitude bugs flash magenta and a “C chord” tone sounds when the aircraft
is within ±1000 ft of the preselected altitude.
Cross-side Tracking
Each ADC compares the preselected altitude value from both ADCs. If the
values are not equal the display digits change from magenta to cyan.

Deviation Mode
After the preselected altitude is captured, if the altitude deviates from the
preselected altitude by more than ±200 ft, a deviation alert warning (aural
“C chord”) will be set and the preselected altitude readout and bug will
change from magenta to amber and begin to flash. The readout and bug
will return to normal once the altitude is back within deviation limits. A
deviation alert will also be made if the aircraft has gone within the
acquisition limits on an altitude capture but then deviates by more than
100 ft from the preselected altitude.
Advisory Vertical Navigation
When advisory vertical navigation is selected (VNAV), the following are

displayed:
• FMS reference altitude
• Vertical deviation (snowflake) and scale
• Suggested vertical speed (donut)
30000
FMS Reference Altitude 20000
500
400
VNAV Vertical Deviation
Snowflake 28 300
200
100
29.92IN
4
12
PRM279_10_014
0.6
VNAV Suggested
Vertical Speed “Donut” 1 2 4
Figure 10.12 PFD VNAV Indications

Barometric Pressure Setting Knob
The HPA/IN pushbutton permits the pilots to display the barometric

pressure in either inches of mercury or hectopascals. The barometric
altimeter readout is displayed below the altitude tape.
Minimum Descent Altitude (MDA)
For Cat I approaches, the pilots set the required MDA by using the
associated ARP. The selected MDA readout is cyan and appears on the
top of the PFD presentation.
As the altitude tape changes with decreasing altitude, a cyan MDA tape
marker comes into view. When the aircraft reaches the MDA, a flashing
yellow MDA label is presented slightly above the horizon line to the right of
center.
Minimum Descent Altitude Readout (cyan)

Indicates MDA as set on the air data 4000
reference panel. MDA 400
500
Minimum Descent Altitude Pointer (cyan)
400
Indicates MDA as set on the air data
reference panel. MDA
• Disappears when out of range 0 300
• Flashes during MDA alert
200
Minimum Descent Altitude Alert (amber) 100

Indicates that aircraft has arrived at 190 FT 29.92IN
minimum descent altitude.
4
12
PRM279_10_015
0.6
1 2 4
Figure 10.13 Minimum Descent Altitude

Decision Height (DH)
Decision height (DH) is displayed as a digital readout and a reference line

on the radio altimeter and is used during Cat II and III approaches.
The digital range can be selected from 0 to 999 ft and is set on the air data
reference panel (ARP) using the DH/MDA knob. The cyan reference line is
displayed on the radio altimeter tape at the selected altitude.
When the aircraft descends to the decision height, the amber DH label
comes into view.
Decision Height Readout (cyan)

Indicates selected decision height as set on the air data
reference panel (range is 0 to 999 ft). DH 200 4000
• Red dashes indicate failed input
500
Decision Height Alert (amber)
3 400
Indicates that aircraft has arrived at decision height.
• During go-around, alert is disabled at decision height +100 ft DH
2 300
• Alerts inhibited below 5 ft 0
1 200
“DECISION HEIGHT”
(Aural alert)
100
Decision Height Pointer (cyan) 190 FT 29.92IN

Indicates selected decision height as set on the air 4
data reference panel. 12
• Disappears when out of range
PRM279_10_017
0.6
Radio Altitude Readout (green)
Indicates radio altitude from 0 to 2500 ft. At decision height, 1 2 4
readout turns amber.
• Displayed upon descent below 2500 ft RA
Figure 10.14 Decision Height Display

Radio Altitude Display
The PFD radio altitude display is presented as both a digital and moving
tape readout.
The digital readout is displayed from 0 to 2500 ft above ground. The digital
display color is green for altitudes from 2500 ft to decision height (DH) and
amber for altitudes equal to or lower than DH.
The tape is an altitude scale that indicates altitudes from 0 to 1100 ft. The
scale numbers on the tape change from green to amber at DH and turn
green at touchdown. When the radio altitude is between 0 and
200 ft, the crosshatch amber tape is displayed.
Decision Height DH 200 4000

Display
500
400
8
1 300
7 200
6 100
Radio Altitude 780 FT 29.92IN
Display
4
12
PRM279_10_016
0.6
1 2 4
Figure 10.15 Radio Altitude Display

Radio Altitude
If the radio altitude (RA) data is invalid, a red boxed RA label is displayed
and the radio altitude tape and digit readouts are removed.
DH 300 4000
500
400
300
1
200
100
RA 29.92IN
Radio Altitude 4
12
Flag
PRM279_10_018
0.6
1 2 4
Figure 10.16 Radio Altitude Flag
Vertical Speed
Vertical speed is displayed on the lower right corner of the PFD as a

half-circle scale with a speed pointer and digital readout.
The vertical speed scale has a range of ±4000 ft/min. Located in the
middle of the speed scale is the digital vertical speed display that ranges
from 0 to 15,000 ft.
The vertical speed scale is also used to display TCAS advisory deviations
and the advisory VNAV donut.


Attitude and Heading Reference System
Introduction
The aircraft attitude and heading reference systems (AHRS) AHS-4000
are strapped gyro reference systems that generate angular rate and linear
acceleration information about the aircraft body axes. The AHRS interface
with the following systems:
• Electronic flight instrument system (EFIS)
• Weather radar
• Automatic flight control system (AFCS)
• Flight control computer/IAPS (FCC)
• Enhanced ground proximity warning system (EGPWS)
• Traffic surveillance system (TSS)
• Stall protection system (SPS)
• Aircraft fuel system

AHRS AHS-4000
The AHRS AHS-4000 is a solid-state strapped gyro reference system that

generates angular rate and linear acceleration information about the
aircraft body axes.
The AHRS is equipped with inertial grade instruments that provide
acceleration gyro information with heading data to provide highly accurate
three-axis information. The AHRS senses true heading as its primary
heading data and provides computed magnetic heading data using an
internally stored world magnetic model (WMM) earth magnetic field model.
The AHS-4000 is also designed as a replacement for the AHS-85E.
Operation is similar but not identical to the AHS-85E and the AHS-3000.
There are no flux detectors installed in the AHS-4000 system.
The AHRS consists of two computers and two HEADING control panels.

AHRS mode selections are made at the HEADING control panel. The
AHRS normally operates in the navigation mode (NORM). Directional gyro
mode (DG) is selected in areas where the AHRS stored WMM magnetic
heading reference is not defined.
AHRS Computers
Each computer has an inertial measurement system using fiber-optic rate
sensors and micro mechanical accelerometers which are strapped down
to the principle aircraft axes. These sensors provide rate and acceleration
data.
The sensor data combined with ADC and heading information are
processed by the AHRS computers and transmitted for use by the
integrated avionics processor system (IAPS).
HEADING Control Panels

There are two HEADING control panels located on the lower pedestal.
Each control panel contains two switches: A NORM/DG switch and a
SLEW switch.
In the NORM mode, heading computations are slaved to the AHRS fiber-
optic gyro and world magnetic model. In DG mode, the magnetic variation
data is removed. DG mode is not intended for long-term heading
reference.
The momentary action SLEW switch is operational in DG mode.
In DG mode, the selection of the SLEW switch causes the heading
computations and the displayed heading to slew in the selected direction.
The SLEW switch is not operational in the navigation mode (NORM).
HEADING
DG
+ -
PRM279_10_048
RM
NORM SLEW
Figure 10.17 AHRS AHS-4000 HEADING Control Panel

Ground Alignment
AHRS initialization commences automatically when electrical power is
established on the aircraft. Alignment takes approximately 180 seconds in
NORM and 20 to 40 seconds in DG. Alignment in NORM mode requires
aircraft initial position be entered through the FMS POS INIT page or be
provided automatically by the global navigation satellite system (GNSS)
receiver.
During the ground alignment process, the PFD displays the red ATT and
MAG flags along with the message ATT/HDG ALIGNING DO NOT TAXI.
When the alignment is complete, the message and flags are removed and
the sky/ground raster is displayed. The aircraft can be moved at this time.
If the aircraft initial position has not been received by the AHRS or an
incorrect position was entered, the AHRS will remain in alignment mode.
This causes the PFD to continue to display the ATT/HDG ALIGNING DO
NOT TAXI message and the PFD and MFD to display red MAG flags
above a stationary compass rose with a heading of 360 ° displayed.
This indicates that the crew must re-enter the aircraft initial position on the
FMS POS INIT page to clear the PFD message and PFD/MFD MAG flags.
NOTE
If excessive aircraft motion is detected during a ground
alignment, the AHRS automatically re-initializes.

In-Flight Alignment
If a power interruption or a transient system fault occurs in flight, the
system will take between 20 to 40 seconds to realign. During the in-flight
alignment process, the aircraft must remain in a straight and steady level
flight.
The AHRS cannot return to the Navigation mode after an in-flight
alignment. When the in-flight alignment is complete, red MAG flags remain
above the compass rose on the PFD and MFD.The NORM/DG switch
must be placed in the DG position to clear the flags and to enable the
SLEW switch.
PRM279_10_023
Figure 10.18 Ground and In-flight Alignment Messages

Inertial Reference System
Introduction
The inertial reference system (IRS) uses ring laser gyros to compute
aircraft attitude. The ring laser gyros have a single degree of freedom,
which generates the attitude, heading and three-axis rate and acceleration
information.
The IRS interfaces with the following aircraft systems:
• Electronic flight instrument system (EFIS)
• Weather radar
• Automatic flight control system (AFCS)
• Flight control computer/IAPS (FCC)
• Stall protection system (SPS)
• Aircraft fuel system
• Optional heads up guidance system (HGS)
The IRS is composed of two laser inertial reference units (IRUs) with
internal sensors and modules.
IRS 1 and IRS 2 mode selection occurs through a single-mode selector
unit. The IRS mode selection control panel is mounted on the pedestal.

Inertial Reference Unit
Each inertial reference unit (IRU) is equipped with a three-ring laser gyro
that calculates rate/acceleration information about the three axes. This
laser gyro information along with ADC data is transmitted to the integrated
avionics processor system (IAPS) and the FMS.

IRS Control Panel
The IRS control panel contains a three-position rotary switch for each IRU.
Both IRS 1 and IRS 2 normally operate in NAV mode. ATT mode is
selected when NAV mode is not available.
Attitude Mode
In attitude (ATT) mode the IRS measures the aircraft’s three-axis rate and
acceleration and provides attitude and heading data to a number of aircraft
systems.
ATT mode may be used when navigation (NAV) mode is not available and
it does not provide positional information.
Navigation Mode
In navigation (NAV) mode the IRS is capable of generating all the same
data as ATT mode but can also provide positional information for the FMS.
In NAV mode the IRS requires that the stationary aircraft’s ground position
be entered through the FMS control display unit (CDU) via the POS INIT
page.
NAV NAV
OFF ATT OFF ATT
PRM279_10_022
1 IRS 2
Figure 10.19 IRS Control Panel

IRS Alignment
NAV Selection
Alignment of the IRS in NAV mode requires that the aircraft initial position
be entered through the POS INIT page of the FMS.
During the alignment process on the ground, the message ‘ATT/HDG
ALIGNING DO NOT TAXI’ is displayed on the primary flight displays. The
aircraft should be stationary. Excessive aircraft movement may extend the
time needed to successfully align the IRS.
After successful alignment, the message on the PFD is removed and the
IRS automatically sequences into navigation mode.
Rapid Realignment
On the ground, rapid realignment is accomplished by selecting the NAV
switch to OFF then back to NAV within 5 seconds. It is necessary to enter
the present position in the FMS again to complete the realignment
process.
In-flight realignment is not possible when NAV is selected.
ATT Selection
Attitude alignment takes 1 minute from power off to ATT mode or
34 seconds from NAV to ATT mode provided the aircraft is stationary on
the ground or straight and level in flight. If excessive motion is detected,
the attitude alignment time will be extended.
During this process, the message ‘ATT/HDG ALIGNING DO NOT TAXI’ is
displayed on the primary flight displays.
PRM279_10_023
Figure 10.20 Ground and In-flight Alignment Messages


Attitude
Description
The PFD’s pitch, roll and yaw indications are generated by the AHRS or
IRS computers.

Attitude Information Field
Attitude information displayed on the PFD includes:

• Aircraft and wing symbol
• Horizon line
• Sky/ground raster display
• Pitch tape and chevrons
• Roll scale and pointer
• Slip/skid indicator
Fixed Aircraft and Wing Symbol
The white aircraft symbol is a stationary representation of the aircraft. Two

small white rectangular wing symbols are shown to the left and right of the
aircraft symbol.
Horizon Line
The horizon line is the midpoint indication of aircraft attitude. With

0° of pitch and roll, the white horizon line touches the apex of the aircraft
symbol and passes through the center of the aircraft wing symbol.
Sky/Ground Raster
This blue-and-brown image provides a distinct division between sky and

ground.
Pitch Tape
The pitch tape is fixed on the raster and moves with the horizon line. The
tape has wide line markings every 10°, medium line markings every 5° and
small line markings every 2.5°

Roll Scale and Pointer
At the top of the blue raster is a roll scale and pointer. The scale range is
±60° from a wings level attitude.
The scale is marked as follows:
• Large tick marks at ±30 and ±60°
• Small tick marks at ±10 and ±20°
• Small triangle at ±45°
The roll pointer moves in reference to the center of the aircraft symbol and
indicates the aircraft roll angle.
Slip/Skid Indicator
The slip/skid indicator is a small rectangle located below the roll pointer.
The slip/skid indicator is driven by lateral acceleration. It turns with the roll
pointer and moves laterally with respect to the base of the roll pointer.
One brick-width deflection of the rectangle is equivalent to a displacement
of two ball-widths on a conventional slip/skid indicator.
Vertical Deviation Display
The glideslope vertical deviation display is shown on the right of the

attitude raster. It is a white fixed scale employing a moving diamond
deviation icon. The color of the deviation icon is green when displaying the
onside data and is amber when displaying cross-side data.
The scale has two dots above and below a reference line with each dot
representing a 0.25° of deviation above or below the glideslope beam. The
icon moves vertically on the deviation scale and if an excessive vertical
deviation condition exists, the icon flashes amber until the condition is
corrected.
Glideslope Flag
During an ILS with invalid glideslope information, a red boxed GS flag is

displayed to replace the pointer and scale.

Windshear
The alpha margin indicator (AMI) for the windshear indication is supplied
by the enhanced ground proximity warning computer and is displayed
during a windshear alert or warning.
The position of the AMI represents the maximum pitch attitude allowed
before the stick shaker is activated. An amber AMI is presented during
windshear alerts and warnings. The AMI is displayed for a minimum of
60 seconds.
The windshear alert is displayed when an increased performance
windshear is encountered. An amber WINDSHEAR message is presented
on the PFD.
The windshear warning is displayed when a decreased performance
windshear is encountered. A red WINDSHEAR warning message is
presented on the PFD and a “WINDSHEAR” aural alert sounds.
AP AP AP
10 10 10
PRM279_10_024
G
S WINDSHEAR WINDSHEAR
10 10 10
Figure 10.21 GS Flag and Windshear Messages

Declutter
Declutter is used to clear all nonessential information from the PFD during
aircraft upset or unusual attitudes.
When the pitch angle exceeds +30 or -20°, or roll exceeds 65° left or right,
only the following information is displayed on the PFD:
• Altitude
• Airspeed
• Attitude
• Vertical speed
• Compass
• FCC transfer indicator
Red chevrons appear during maneuvers of extreme pitch attitude. The
chevrons always point in the direction of level flight.
When the pitch and roll attitudes are less than the prescribed
exceedances, all PFD information previously removed during the declutter
is restored.
20000
280 AP 200
30
260 100
20
240 31 000
10
220 100
200 200
HDG 270 20
10
24
21 W 20 TA 1 2 4
ONLY
PRM279_10_025
S
30
30
8.0
15
33
TERM
12
1 2 4
N
Figure 10.22 PFD Declutter

Heading
Description
The aircraft heading is displayed on a partial compass card located at the
bottom of the PFD. Data required to produce the display is supplied by the
AHRS or IRS system.
With an AHRS installation, magnetic or directional gyro may be displayed.
With an IRS installation, magnetic or true heading may be displayed.

Heading Information
Heading information displayed on the PFD includes:

• Compass card
• Lubber line
• Selected heading bug and vector
• Selected heading display
• Aircraft symbol
• Drift angle pointer
Heading Indicators
The heading indications are represented on the compass card, which

display ±120° from the current heading. The compass card has
10° major indices, 5° minor indices, cardinal point characters at N, S, E, W
and numeric labels at 30° intervals.
At the top center position of the compass card is the fixed lubber line. The
lubber line indicates the aircraft heading reference.
To assist heading visualization, two fixed index marks are presented
45° on either side of the lubber line.
An aircraft symbol is centered on the compass card and is aligned with the
lubber line.

Selected Heading Reference
The selected heading reference is presented on the heading display as a

permanently displayed heading bug and temporarily as a bug vector line
and digital readout.
The heading bug indicates the heading selected at the HDG knob on the
FCP. When a new heading is selected, the heading vector line and digital
heading readout is displayed for a few seconds and then removed from
view.
Attitude and Heading Flags
When attitude or heading data from the AHRS/IRS becomes invalid,

warning flags are presented.
A red boxed attitude flag ‘ATT’ is displayed when the attitude information is
invalid. All other attitude information disappears from the PFD.
A red boxed heading flag (MAG, DG or TRUE) is displayed when the
heading source is invalid. When the flag is in view, the heading display is
removed from view.
Drift Angle Pointer
The drift angle pointer (green donut) indicates the aircraft drift angle in
relationship to a programmed FMS route. The amount of aircraft drift is
indicated by the angular displacement of the green donut from the aircraft
heading indicator.
The drift angle pointer is green when the onside FMS is the nav source
and amber for cross-side information.
Selected Heading Display

HDG 270
HDG 170 Lubber Line
Selected 24 W
Heading Bug 21
PRM279_10_026
FMS 1
CRS 239
Compass Card
S
30
13.2 NM
YUL
15
33
Bug Vector TERM

12
ADF 1
N
ADF 2 E 3 Aircraft Symbol

6
Figure 10.23 Heading Information

Navigation Display Indications
Description
The navigation indications on the PFD provide course, course deviation,
distance and bearing information from the selected navaid. The data is
presented in a conventional HSI format.

Navigation Data
Navigation data is displayed on the lower left side of the PFD. The display
includes:
• Navigation source indicator
• Course display
• Distance display
• Station identifier
Navigation Source Indicator

The navigation source indicator is presented in digital format. Navigation
source is selected at the NAV SOURCE knob on the DCP. One of the
following sources may be selected:
• VOR 1/LOC 1
• VOR 2/LOC 2
• FMS 1/FMS 2
• OFF (no display)
When a cross-side source is selected, the presentation turns amber in
color.

FMS 1 VOR 2
CRS 239 CRS 239
24.2 NM
FMS NAV Source 24.2 NM
Cross-side VOR NAV Source
YUL YUL
LOC 1 VOR 1
CRS 239 CRS 239
24.2 H
Localizer with DME Hold 24.2 NM
VOR Station Failure
PRM279_10_027
YUL
VOR 1
CRS 239
24.2 NM
VOR NAV Source
YUL
Figure 10.24 PFD – NAV Source Information
Course Display
The selected course display is a three-digit display preceded by a CRS
label.
The course range is from one to 360° and is selected from the CRS knob
on the FCP.
Distance Display
The distance display shows the DME distance to the navaid station or to
the next waypoint when FMS is the NAV source.
When the DME transceiver is in hold mode, an amber ‘H’ replaces the
green ‘NM’.
Station Identifier
The navaid identifier is shown in the navigation data field below the
distance display. Data for the identifier is supplied by the DME.
In DME hold, the identifier is removed from view.

Bearing Indications
Bearing indications consist of bearing source indicators and bearing

pointers.
The bearing source indicators are displayed in the lower left portion of the
PFD. The pointers are displayed on the compass card.
The source indicators and pointers are selectable through the BRG
switches of the DCP.
Like the navigation source indicator, the bearing source indicators and
pointers show which bearing source is in use:
• VOR 1/VOR 2
• ADF 1/ADF 2
• FMS 1/FMS 2
• OFF (no display)
The bearing pointers display bearing information from a selected navaid.
The bearing from the RTU 1 navaids are displayed on a single-lined
magenta pointer while the RTU 2 navaids are depicted as a double-lined
cyan pointer.
The bearing pointer is removed from view when the BRG switch is
selected off or when the bearing source is invalid.
HDG 270
HDG 170
VOR 2 Bearing Pointer
24
FMS 1 21 W ADF 1 Bearing Pointer
CRS 239
S
30
13.2 NM
PRM279_10_028
YUL
15
33
TERM
12
ADF 1
N
VOR 2 E 3
6
Figure 10.25 Bearing Indications

Navigation Alert Flags
Navigation Source Warning Flag

A red boxed navigation source flag (VOR, LOC or FMS) is displayed
during a failure of the selected NAV source. The navigation display is
removed from view when the flag is displayed.
Bearing Flag
Invalid data from the selected bearing source replaces the bearing source
annunciator with a red boxed warning flag. The bearing pointer is removed
from view when the flag is displayed.
Horizontal Situation Indicator
The horizontal situation indicator (HSI) represents the compass card with
overlaid selectable navaids, bearing and course pointers.
HSI indications include:
• Course pointers
• Lateral deviation bar
• Lateral deviation scale
• TO/FROM Indicator
Course Pointer
The course pointer is an arrow that points to the pilot-selected course. The
selected course is set via the CRS selector knob on the FCP.
The onside color is green and cross-side is amber.
Lateral Deviation Bar

The lateral deviation bar indicates aircraft deviation from the selected
course.
The lateral deviation bar moves from side to side and its position is read
against the deviation scale.

Lateral Deviation Scale
The lateral deviation scale has two dots on each side of the course arrow.
When in VOR each dot represents 5° of deviation. In LOC, each dot
represents 1° of deviation.
In FMS the lateral deviation sensitivity is:
• Enroute:
• ±5 nm
• In terminal area within 30 nm from ARP:
• ±1.0 nm for RNAV approach
• ±1.0 nm for GPS approach (±0.3 nm at the FAF)
TO/FROM Indicator
The TO/FROM indicator is a small triangle indicating the relative direction
of the selected VOR station or FMS waypoint.
The color of the TO/FROM indicator is green for VOR onside information
and amber for cross-side information.
In FMS mode the NAV data is white.
HDG 270
Course Pointer
24 W
VOR 1 21
CRS 239 TO/FROM Indicator
S
30
PRM279_10_029
13.2 NM
YUL Lateral Deviation Bar
15
33
TERM
12
E 3
6 Lateral Deviation Scale
Figure 10.26 Horizontal Situation Indicator
Automatic Flight Control System Display
Automatic flight control system (AFCS) indications are presented on the

PFD. In the FMA field of the PFD, the flight director (FD) lateral and
vertical modes are presented. Other AFCS related PFD indications include
the FD command bars and autopilot operating modes.

The flight mode annunciator (FMA) is located above the attitude raster.
The FMA displays the current and impending FD status separated by a
cyan vertical line. The left side of the line represents the active or captured
field while the right side of the line represents the armed field.
Modes
Lateral mode annunciation is displayed above the vertical mode

annunciation. Armed modes are displayed in white and captured/active
modes in green. When an armed mode transitions to a captured or active
mode, the new mode flashes green for 5 seconds.
The flight director command bars provide the pilots with instructions from
the active flight control computer. The magenta flight director command
bars are an inverted V-shaped cue symbol that is directed to move
horizontally and vertically about the apex of the white stationary aircraft
symbol.
1/2 BNK Indicator

When the aircraft climbs above 31,600 ft, the half bank flight director
commands are automatically generated. The flight director 1/2 BANK
mode can be manually selected on the FCP.
When 1/2 BANK mode is active, a white 1/2 BNK label is displayed to the
left of the FMA. Selecting the 1/2 BANK pushbutton a second time
disengages the mode.
Flight Director Label
A red boxed FD label appears when either the pitch or the roll attitude
input to the flight director becomes invalid. The flight director command
bar is removed when the FD label is displayed.

Autopilot Indication
Autopilot engagement is identified on the PFD by a green AP symbol.

Active flight director is identified with a horizontal arrow that points in the
direction of the active flight director.
A white  symbol indicates that the autopilot is not engaged and control
of the FD will be transferred to the indicated side when engaged.
A green AP symbol indicates the autopilot has been engaged and the
horizontal arrow points to the FD coupled side.
A flashing red AP symbol indicates that the autopilot has disengaged. If
the autopilot is disengaged by the pilot, the AP symbol flashes and the
aural warning sounds for 2 seconds.
If the autopilot disconnects due to a system fault, the AP symbol flashes
and the aural warning is heard continuously. To cancel the flashing symbol
and aural warning, press the AP/SP DISC switch on either control wheel
or press either TOGA switch.
FMA
1/2 BNK Indicator 1/2BNK 30

FMS AR 33000
M.740
ALTS ALTS 20000
Autopilot Indication 280 20
AP 200
260 10 100
240 33 000
Flight Director
220 10 100
200 20 200
240 HDG 270 20 29.92IN
Drift Angle
Pointer 24 30
W 2 4
FMS 21 TA 1
CRS 239 ONLY
PRM279_10_030
S
30
4.2 NM
YUL 0.0
15
33
TERM
12
1 2 4
N
Figure 10.27 PFD Indications

Autopilot Trim Indications
Autopilot indications related to yaw damper status, elevator and aileron

mistrim conditions are presented on the sky portion of the raster.
Elevator Trim
An amber boxed ‘E’ indicates that an elevator out-of-trim condition has
been detected by the flight control computer with the autopilot engaged.
Aileron Trim
An amber boxed ‘A’ indicates that an aileron out-of-trim condition has been
sensed by the flight control computer with the autopilot engaged.
YAW Damper
An amber YD symbol indicates that both yaw dampers have been
disengaged. The YD symbol is displayed on the left side of the raster.
AP
Yaw Damper Off Indication YD
E 10
Elevator Out-Of-Trim Indication A
PRM279_10_031
Aileron Out-Of-Trim Indication
10
Figure 10.28 AFCS Warnings
DCP Warning Flag
A display control panel (DCP) failure results in the display of a red boxed
DCP flag. This flag appears on the PFD and MFD displays.
Overtemperature Warning
An overtemperature sensor is installed inside each of the EFIS displays.

When the display overheats, the display information is removed from view
and the red DISPLAY TEMP message is presented. When the display
cools to an acceptable temperature, normal display presentation is
returned.

Multifunction Displays
Description
The multifunction display (MFD) can display several navigation formats.
The following formats may be selected:
• HSI
• NAV SECTOR
• FMS MAP
• FMS PLAN MAP
• RADAR
• EGPWS terrain information
• TCAS
The display reversionary control panel permits the MFD to present PFD or
EICAS information.
Maintenance diagnostics computer (MDC) data can be displayed on the
MFD. MDC presentation is selected at a switch located on CBP-1 and
page scrolling is accomplished by using the EICAS control panel (ECP).
FMS text-based data can be presented on the MFD. Presentation of the
material is controlled through the FMS CDU.
Navigation sources for HSI, NAV and FMS PLAN MAP formats are
selected at the NAV SOURCE knob.

Display Operation
While each format display has a unique purpose, there are indications that
are common to most of the displays. They include:
• Information lines
• Radar/terrain information line
• Range rings
• Compass card
• Aircraft symbol

WX+TRB
UTC 14:09 TAS 0 GS 0 SAT 15C TAT 15C Information Lines
RW06R 0NM : :
YUL 14NM : :
HOKKE 38NM : :
CYYZ 291NM : : LB
059
Range Rings and

40 Compass Card
20 YUL CYUL
PRM279_10_032
ADF1
ADF2
Figure 10.29 Multifunctional Display
Information Lines
Across the top of the display are two horizontal data fields that present the
following information:
• Radar or terrain status
• Universal coordinated time
• True airspeed
• Ground speed
• Static air temperature
• Total air temperature

Radar/Terrain Status
The radar/terrain status line is presented on the top of the page and
identifies which of the two is selected for presentation. This information
line is present in all formats.
Universal Coordinated Time (UTC)

UTC time is presented on the second line. Time is taken from the pilot’s
clock. Both clocks provide time data to the DCUs. If the pilot’s clock is
unserviceable, the copilot’s clock will supply the information for display.
True Airspeed
The true airspeed (TAS) display receives data from the onside ADC. The
TAS data is normally green but changes to amber if the cross-side ADC is
selected.
Ground Speed
The ground speed (GS) display is a white numerical readout followed by a
green GS title. The FMS computer provides the ground speed data. The
display is blank when the input data is invalid.
Static Air Temperature

The static air temperature (SAT) presentation is green when the onside
ADC is supplying the data. The data is amber for cross-side ADC
information. If the data is invalid, the display and title are blanked.
Total Air Temperature Display

The total air temperature (TAT) is a numerical readout preceded by a TAT
title. When the onside ADC is used, the TAT label is green. Cross-side
ADC data is amber. If the data is invalid, the display and title are blanked.
Display Temp Warning
The red DISPLAY TEMP warning is displayed on the radar line when the
display temperature is excessive. When the message is displayed, all
information is removed.

Range Rings and Compass Card
Range rings appear on all MFD formats with the exception of HSI. The
HSI format displays a full compass card in place of the range rings.
Range rings are a visual representation of the distance from the fixed
aircraft symbol.
The range scales are selectable on the DCP from 5, 10, 20, 40, 80, 160,
and 320 nm. When the radar is overlaid on the MFD, the range scale can
be extended to 640 nm.
Aircraft Symbol
The fixed aircraft symbol is common to all formats and represents the
visual position of the aircraft.
Weather Radar
The weather radar can be overlaid on most formats except HSI and FMS
plan.
The radar format page is selected by the DCP format knob or by pressing
the RDR/TERR pushbutton.
EGPWS Terrain
Terrain data can be overlaid on all formats except HSI and FMS plan.
TERRAIN is the default selection for the information line at the top of the
MFD page but can be selected off manually by selecting the RDR/TERR
pushbutton on the DCP.
Bearing Source and Pointers
The bearing source and pointers are common to all formats except the
FMS plan format. Sources 1 and 2 are selected by the BRG pushbuttons
on the DCP.
FMS Wind Display
When FMS-sensed winds are more than 5 kt, a white wind vector arrow
and digital readout are displayed on the MFD pages.

Description
The display control panel (DCP) controls the information displayed on the
MFD. It contains the FORMAT and NAV SOURCE rotary selector switches
as well as the BRG, RDR/TERR and TFC pushbuttons.
The FORMAT selection is discussed in the PFD section of this chapter.
BRG Pointer 1 FORMAT and RANGE

Pushbutton Selector
BRG FORMAT RANGE
NAV
SOURCE
RDR/TERR TFC
PRM279_10_033
BRG Pointer 2 RDR/TERR TFC NAV SOURCE
Pushbutton Pushbutton Pushbutton Pushbutton
Figure 10.30 Display Control Panel (DCP)
NAV SOURCE Selector

The NAV SOURCE selector switch is a rotary switch with no mechanical
stop in either the clockwise or counterclockwise direction. The page
selections available are:
• HSI
• NAV SECTOR
• FMS MAP
• FMS PLAN MAP
• RADAR

HSI
The horizontal situation indicator (HSI) is a traditional display electronically

presented on the MFD. The HSI repeats the information displayed on the
NAV portion of the PFD with a larger display and a 360° compass card.
Below the information line on the HSI is a field consisting of the navigation
source, station identifier, course display, and distance display.
WX
UTC 14:09 TAS 0 GS 0 SAT 15C TAT 15C
VOR1 CRS 059
YUL 13.5 NM
TTG
059
N
33 3
30
6
W
E
12
24
PRM279_10_034
15
21
S
Figure 10.31 HSI Format
NAV SECTOR
The NAV SECTOR page is a navigation display with a partial compass

card and a background map. The navigation display is an expanded HSI
with a course pointer and deviation bar.
This format is a heading oriented map for displaying VOR bearing and
DME distance information.
A green navaid symbol is displayed to indicate the position of the tuned
navaid. For correct operation, the navigation system must be tuned to a
valid VOR with a valid DME. If DME-H (DME hold) is selected on the radio
tuning unit (RTU), the navaid symbol is removed from the display.

PUSH X-SIDE
Common to the HSI and the NAV SECTOR pages is the cross-side course
information. For easier identification, cross-side information is colored
cyan.
When the PUSH X-SIDE pushbutton on the DCP is pressed, the following
cross-side navigation information is displayed:
• Navigation source indicator
• Course pointer
• Course display
• Lateral deviation bar
• Station identifier
• Distance display
RADAR OFF
VOR 1 CRS 289 VOR 2 CRS 329 Cross-Side
YUL 15.3NM YJN 10.3NM CRS Information
TTG :00 TTG :00
289 30
W
33
YJN
24
Cross-Side
10
Course Display
KBO
5
PRM279_10_035
VOR1
ADF2
Figure 10.32 NAV Sector – Cross-Side Indication

FMS MAP
The FMS MAP displays the track and waypoints as compiled in the flight
management system. When in FMS MAP, the actual map heading
corresponds to the aircraft heading.
Below the information line on the FMS format is the FROM/TO indications,
which give distance and time to the next waypoint.
FMS PLAN MAP
The FMS PLAN MAP page is used during the initial flight plan setup. This
format always shows north at the top of the display.
Modified FMS flight plan information can be verified by selecting the up or
down scroll keys on the FMS.
TERRAIN
N
160
YUL
HOKKE CYUL
THURO
AGLIN
CYOW
PRM279_10_036
Figure 10.33 FMS Plan Map

Radar
The radar (RDR) selection displays weather radar information on the MFD.
A weather radar overlay function is also available for the following MFD
formats by selection of the RDR/TERR pushbutton:
• NAV SECTOR
• FMS MAP
• TCAS
WX+TRB T+6.0
RW06R 0NM 00:00

YUL 14NM -:-- --:--
HOKKE 38NM -:-- --:--
CYYZ 291NM -:-- --:-- ----- LB
059
3 E
40
20
PRM279_10_037
YUL CYUL
Figure 10.34 FMS Map with Radar Overlay
The radar/terrain status line operation is displayed on the top line of the
radar page. See Chapter 17 – Navigation, for the following indications:
• Mode
• Antenna stabilization
• Gain
• Antenna tilt
• Ground clutter suppression

RDR/TERR
If the radar is on, pressing the RDR/TERR pushbutton will cause the radar
display to be superimposed on the FMS MAP, NAV SECTOR or TCAS
pages. A second press of the pushbutton removes the radar information
from the display and restores the function TERRAIN.
BRG FORMAT RANGE
NAV
SOURCE
RDR/TERR TFC
PRM279_10_038
RDR/TERR TFC
Pushbutton Pushbutton
Figure 10.35 RDR/TERR and TFC Pushbuttons
TEST T+6.7
40 Test Pattern
20
PRM279_10_039
Figure 10.36 Radar Test Pattern

Enhanced GPWS Terrain Mode
Terrain information is selected by the RDR/TERR pushbutton. Terrain

information is displayed on all formats except HSI, FMS PLAN MAP and
RADAR.
TERRAIN
:
RW06R 0NM :
YUL 14NM -:-- :
HOKKE 38NM -:-- :
CYYZ 291NM -:-- :
059
3 E
Terrain Warning
(red)
054
320 005
Terrain Caution
(amber) 160
CYUL
YUL
HOKKE
THURO
AGLIN
YOW
MAVOD
TERRAIN
:
RW06R 0NM :
YUL 14NM -:-- :
HOKKE 38NM -:-- :
CYYZ 291NM -:-- :
059
3 E
320
160
PRM279_10_040
CYUL
YUL
HOKKE
THURO
AGLIN
YOW
MAVOD
Terrain Test
Figure 10.37 EGPWS Terrain/Test Display

TFC
Pressing the traffic (TFC) pushbutton on the DCP will display the TCAS
traffic page. The TCAS computer identifies the intruding aircraft and
categorizes the threat level for display on the TCAS page.
The following traffic symbols are accompanied by altitude data and climb
or descent arrows to indicate the vertical speed of the intruding aircraft:
• Resolution advisory (solid red square)
• Traffic advisory (solid yellow circle)
• Proximate traffic (filled cyan diamond)
• Other traffic (white diamond)
WX
TCAS OFF
10NM
TCAS TEST
10
10
02
02
TCAS
Targets
PRM279_10_041
Figure 10.38 TCAS Display

Maintenance Diagnostic Format
The maintenance diagnostic format is used to view data recorded by the

maintenance diagnostic computer. When the red-guarded MAINT switch is
set to either MFD 1 or MFD 2, the MAINTENANCE MENU page is
displayed on the selected MFD. The MAINT switch is located on the circuit
breaker panel behind the pilot’s seat.
When the maintenance diagnostic switch is selected, the ECP is used to
scroll through the MDC data pages. Returning the MAINT switch to the
middle OFF position removes the maintenance information from the MFD.
TERRAIN
CURRENT FAULTS 1/12
ATA/LRU/STATUS/FAULT MESSAGE
21-60 AIR CONDITIONONG SYSTEM

>ACSC1 (CH A&B)
OFF/NO OUTPUT
NO ACSC1A,1B BUS TO DCU
21-60 AIR CONDITIONING SYSTEM

ACSC2 (CH A&B)
FAILED/WIRING
CH B FAULT
34-13 AIR DATA SYSTEM

ADC 1
FAILED/WIRING
NO L-ADC-3 OUT
PRM7_10_042
UP DOWN SELECT PREV NEXT RETURN

UP DN SEL ELEC FUEL DOORS
Figure 10.39 Maintenance Diagnostic Format


Source Selector Panel
Description
In the event of attitude/heading, air data, EICAS or display control panel
(DCP) failure, an alternate source for the disabled system can be selected.
The alternate source is accessed through the source selector panel.
The NORM position of each switch is used when both applicable source
systems are operational. The 1 or 2 position is used when one system has
failed.

ATT HDG Switch
When NORM is selected, the pilot and copilot electronic flight displays
receive data from their individual AHRS/IRS.
When 1 is selected, the pilot and copilot electronic flight displays receive
data from AHRS/IRS 1 only. An amber source message is displayed on
the PFD and/or MFD.
data from AHRS/IRS 2 only. An amber source message is displayed on
the PFD and/or MFD.
AIR DATA Switch
When NORM is selected, the pilot and copilot electronic flight displays
receive data from their individual air data computers (ADCs).
data from ADC 1 only. An amber ADC 1 message is displayed on both
PFDs.
data from ADC 2 only. An amber ADC 2 message is displayed on both
PFDs.

DSPL CONT Switch
When NORM is selected, the pilot and copilot DCPs control their
respective electronic flight displays.
When 1 is selected, the pilot DCP controls the pilot and copilot electronic
flight displays. An amber source message is displayed on both PFDs and
MFDs.
When 2 is selected, the copilot DCP controls the pilot and copilot
electronic flight displays. An amber source message is displayed on both
PFDs and MFDs.
EICAS Switch
The EICAS source select is covered in detail in Chapter 14 – Indicating

and Recording System (EICAS) of this manual.
NORM NORM
1 2 ED 1 ED 2
NORM NORM
ATTD 1 2 EICAS 1 2
HDG
PRM279_10_005
AIR DATA DSPL CONT
Figure 10.40 Source Selector Panel

EFIS Comparison Monitor
Description
Each PFD performs its own software monitoring and continuously
compares its information with the data presented on the other PFD.
When an EFIS comparison disagreement between the PFDs is detected, a
flashing amber data message is presented on the PFD. If after 5 seconds
the comparison disagreement is still valid, the flashing is replaced by a
steady message and on EICAS, the EFIS COMP MON caution message
is displayed.
The messages are displayed as long as the comparison error exists.
If the comparison monitor fails, the amber EFIS COMP INOP message is
displayed on the primary EICAS page.
PFD Comparison Monitor Messages

Heading (HDG)
The heading (HDG) message is displayed when a difference of more than

6° between each AHRS/IRS system is detected.
Roll Attitude (ROL)
The roll attitude (ROL) message is displayed when a difference of more

than 4° before glideslope capture and 3° after glideslope capture is
detected.
Pitch Attitude (PIT)
The pitch attitude (PIT) message is displayed when a difference of more

than 4° before glideslope capture and 3° after glideslope capture is
detected.
Indicated Airspeed (IAS)
The indicated airspeed (IAS) message is displayed when a difference of

more than 10 kt is detected.

Altitude (ALT)
The altitude (ALT) message is displayed when a difference of more than

60 ft at sea level is detected. The allowable difference between PFDs
increases with increasing altitude.
Localizer (LOC)
The localizer (LOC) message is displayed when a difference between the

two localizer receivers is detected.
Glideslope (GS)
The glideslope (GS) message is displayed when a difference between the

two glideslope receivers is detected.
Radio Altimeter (RA)
The radio altimeter (RA) message is displayed when the radio altimeters
are indicating below 1000 ft AGL and a difference is detected.
5 000
TO
TO ALTS
80 2 300
I
A GS
S 10
60 1 200
40 0 100
VT 199 ROL PIT Comparator

10 000
V2 151 A Messages
VR 140 L
V1 140 RA T 100
200
0 FT 29.92 IN
6 4
FMS1 3 E 1 2
CRS 331
PRM279_10_009
N
12
13.5 NM
YUL 0.0
33
TERM
15
LOC HDG
1 2 4
30
Figure 10.41 Comparator Messages

Display Reversionary Panel
Description
The display reversionary selector switches on the pilot and copilot display
reversionary panels (DRP) are used to present a PFD or EICAS format on
the associated MFD. The selector can be set to one of three positions:
NORM
The MFD displays navigation, weather radar, EGPWS terrain, TCAS, FMS
text data and maintenance diagnosis computer information.
PFD 1 or PFD 2
By turning the knob to the PFD position, the selected PFD information is
transferred to the associated MFD.
EICAS
Turning the knob to the EICAS position presents the STATUS page on the
MFD. EICAS page selection is then controlled with the EICAS control
panel.
NORM
PFD 1 EICAS
PRM279_10_004
Figure 10.42 Display Reversionary Panel


Standby Flight Instruments
Introduction
A self-contained LCD integrated standby instrument (ISI) that supplies the
flight crew with attitude (pitch and roll), air data (altitude, airspeed and
Mach), slip/skid, as well as ILS information (localizer and glideslope).
The ISI is used as an alternative source of flight and navigation data or as
a crosscheck to the electronic flight instrument system.

Integrated Standby Instrument
The ISI receives air data information from the standby pitot static system
(P3 and S3). The ISI receives electrical power from the 28 VDC battery
bus.
Localizer and glideslope data comes from the VHF NAV 1. The localizer
and glideslope pointers and scales do not come into view until a valid ILS
frequency is received. If the localizer or glideslope data becomes invalid
the appropriate red (LOC or GS) flag comes into view and the
corresponding pointer and scale are removed.
Aligning Flag
When the ISI is first energized, an ALIGNING flag is in view. After

approximately 1 minute, the flag is removed from view.
ISI Functions
The brightness control buttons '+' and '-' provide adjustment independent
of the instrument panel lighting.
The cage button resets the horizon to 0 when depressed for more than
2 seconds.
The standard (STD) pushbutton switches the altimeter display from
standard pressure to barometric (BARO) pressure. The rotary BARO knob
allows for barometric altimeter adjustment.

STD
Speed Tape
1013 hPa
80 300
Altitude Tape
+ 60
10
200
GS Scale
Brightness
100
Adjustment (+/-) 40 0
- 10 000
LOC Scale
20
900
29.92 In
Barometric Pressure
CAGE BARO Setting Knob
ISI Normal Display
STD
ISI Aligning
Advisory
ATT
+
ALIGNING
IAS ALT
-
Warning Flags
PRM7_10_043
CAGE BARO
ISI Warning Flags
Figure 10.43 Integrated Standby Instrument

Standby Compass
The standby compass is independent and does not interface with other
systems. It is a self-contained dry compass which uses eddy current
damping to prevent overshooting. A miniature aircraft pointer indicates
aircraft heading in relation to magnetic north on a rotating vertical
compass card.
A compass correction card, mounted above the instrument, is used to
record the values that must be added to or subtracted from the compass
indications to correct for the influence of magnetic materials contained in
the aircraft and magnetic fields from the avionics systems near the
compass. The compass can be illuminated by operating the standby
compass switch on the miscellaneous lights panel.
STANDBY COMPASS WITH ALL RADIOS ON SWUNG BY

TO FLY N 45 E 135 S 225 W 315
STEER
Magnetic Correction Card 3 6 E Magnetic Compass

12 15 S
30 33 N
Used to record compass Indicates heading of

instrument errors at the aircraft in relation
headings indicated. The to magnetic north.
errors are noted during a
compass “swing” operation. 21 24 W
PRM279_10_044
Standby Magnetic Compass

Windshield Center Post
Figure 10.44 Standby Compass


Clocks (GPS-Synchronized)
Introduction
The aircraft has a digital electronic GPS-synchronized clock installed in
each of the pilot and copilot side panels. The GPS clock contains a dual
LCD display. The upper six-digit display provides the date (DT), GPS time,
internal (INT) UTC time, or local time (LT). The lower four-digit display
provides the chronometer (CHR) or elapsed time (ET). The clocks are the
time base source for the aircraft’s avionics system. A light sensor below
the display provides automatic adjustment of display brightness.

The clocks are synchronized to the GPS input as soon as valid GPS
information is received. In the case of invalid GPS data or signal loss, the
clocks will operate in internal (INT) mode using the integrated time base of
each clock. If there is a valid GPS signal, the clocks do not need to be set,
as this will be done automatically at power-up.
The flight crew can disable the GPS signal by entering the time setting
mode. The clocks will then ignore the GPS signal until the next primary
power reset. The MODE, ET SEL and ET RST pushbuttons are used to
set the time and date. To set the clock, push the MODE pushbutton for
2 seconds, then push the MODE pushbutton again to toggle between UTC
hours and minutes (when INT is displayed), year, month, and day, (when
DT is displayed), and local time hours and minutes (when LT is displayed).
In any of these modes, the ET SEL pushbutton is used to decrease the
data and the ET RST pushbutton is used to increase the data. Data
changes are in increments of one digit for each press of the ET SEL or ET
RST pushbutton. At any time during the time setting process, pressing the
MODE pushbutton for a minimum of 2 seconds will exit the time setting
mode and restart the clock operation.
Time/Date Display
The time/date display is presented in the upper portion of the clock and
displays GPS time, INT time, LT time or date. Time is displayed in hours,
minutes, and seconds (HH:MMss). Date is displayed as day/month/year.

ET/CHR Display
The ET/CHR display is presented in the lower portion of the clock and
presents elapsed (ET) or chronometer (CHR) time. ET time is displayed in
hours and minutes. CHR time is displayed in minutes.
MODE Pushbutton
The MODE pushbutton is used to select the mode of operation (DT, GPS,
INT, LT) and is also used in conjunction with the ET SEL and ET RST
pushbuttons to set UTC time, date and local time. Holding the MODE
pushbutton for more than 2 seconds will enter the manual date/time set
function.
CHR Pushbutton
The CHR pushbutton is used to start, stop and reset the chronometer
display. CHR overrides the existing elapsed time display. The first push of
the CHR pushbutton starts chronometer, the second push stops
chronometer and the third resets chronometer and blanks the display.
When in CHR mode, selecting the ET SEL pushbutton will display ET on
the lower display although the chronometer will continue to increment in
the background.
ET SEL Pushbutton
The ET SEL pushbutton is used to select the elapsed time function when
the chronometer function is active. It is also used to decrease the data in
one digit increments during manual setting of the clock.
Selecting the ET SEL pushbutton before takeoff will display the ET
annunciator however no digits will be presented. Once airborne, the digits
will appear and begin incrementing. The colon separating the digits will
also appear to indicate that the ET counter is incrementing. At touchdown
the colon will disappear and the counter will freeze at the elapsed time.
Pressing the ET RST pushbutton will reset the elapsed time counter to 0
and blanks the display. The ET RST function is only available on the
ground.

Time/Date Display ET SEL NOTE

Display GPS time, internal Used to select the elapsed ET time corresponds to
UTC time, local time or time function when the aircraft flight time and starts
date. chronometer function is when the airplane takes off
• Time is displayed in hours, active. and stops at touchdown.
minutes, and seconds Also used to decrease the ET can only be reset on
(HH:MMss) data in one digit increments ground.
• DATE is displayed as during manual setting of
Day/Month/Year. the clock.
ET RST
Used to reset the elapsed
SEL
time function when the
aircraft is on the ground.
Also used to increase the
ET data in one digit increments
RST during manual setting of
the clock.
Mode annunciator
DT GPS INT LT Indicates the present mode
of operation.
ET
• DT – date
CHR • GPS – GPS
synchronization enabled
MODE • INT – internal time/date
operation
(GPS disabled).
• LT – local time
CHR
MODE CHR ET/CHR Display

Used to select the mode of Used to start, stop and Displays elapsed time or
PRM279_10_046
operation (DT, GPS, INT, reset the chronometer chronometer time.

LT) and also used in display. Overrides existing
conjunction with ET SEL elapsed time display.
and ET RST buttons to set
UTC time, date, and local
time.
Figure 10.45 GPS Clock

EICAS Messages
The electronic flight instrument system (EFIS) messages are shown on the
EICAS primary and status pages. System messages and inhibits are listed
in the following tables. A brief explanation of each message is provided.
EFIS COMP MON A comparator miscompare has been detected.
Comparator information for one or both PFDs is not

EFIS COMP INOP 1-2-3
available.
MESSAGE LOGIC
Pilot and copilot V-speed selection not synchronized or ADC

SPEED REFS INDEP
crosstalk failed.
HGS FAIL HGS failure. Review CAT IIIa required equipment list.
IRS 1 OVERTEMP IRS 1 overtemperature detected.
IRS 2 OVERTEMP IRS 2 overtemperature detected.
IRS 1 IN ATT IRS 1 in altitude mode.
IRS 2 IN ATT IRS 2 in altitude mode.


CB LABEL
SOURCE LOCATION
ADC 1 DC ESSENTIAL CBP2-V3
ADC 2 DC BUS 2 CBP2-H6
ATT HDG 1 DC ESSENTIAL CBP2-V8
ATT HDG 2 DC BUS 2 CBP2-K4
EFIS CONT PNL 1 DC ESSENTIAL CBP2-U7
EFIS CONT PNL 2 DC BUS 2 CBP2-K3
L EFIS CRT DIMMING DC ESSENTIAL CBP2-U4
R EFIS CRT DIMMING DC BUS 2 CBP2-J3
MFD 1 DC ESSENTIAL CBP2-V11
MFD 2 DC BUS 2 CBP2-K2
PFD 1 DC ESSENTIAL CBP2-V10
PFD 2 DC BUS 2 CBP2-K1
CLOCK 1 MAIN BATT DIR BUS CBP2-N11
CLOCK 2 MAIN BATT DIR BUS CBP2-H5
IRU FAN AC BUS 2 CBP2-C12
RAD ALT 1 DC BUS 1 CBP1-J4
RAD ALT 2 DC BUS 2 CBP2-J2
INT STBT INST BATTERY BUS CBP2-N10
Figure 10.48 Circuit Breakers – Flight Instruments

TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
Fuel Tank System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
Tank Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
Gravity Filler Caps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
Drain Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
Tank Pressure-Relief Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
One-Way Flow Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
Vent System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
Fuel Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
Engine Fuel Feed System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
APU Fuel Feed System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
Fuel Quantity Gauging Computer . . . . . . . . . . . . . . . . . . . . . . . 11-8
Motive Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
Scavenge Ejectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
Collector Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
Main Ejectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
Boost Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-10
Transfer Ejectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-12
Engine Fuel Shutoff Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-12
Fuel Heat Exchangers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-12
Fuel Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-12
XFLOW Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-12
APU Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-12
APU Fuel Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-13
Fuel Crossflow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-14
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-14
Components and Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-14
Automatic Powered Crossflow . . . . . . . . . . . . . . . . . . . . . . . . . 11-14
Manual Powered Crossflow . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-16
Gravity Crossflow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18
Copyright © Bombardier Inc. Fuel

TABLE OF CONTENTS
Fuel Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-20
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-20
Refueling/Defueling . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-22
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-22
Fuel Quantity Gauging Computer. . . . . . . . . . . . . . . . . . . . . . . 11-22
Fuel Tank Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-22
Pressure Refueling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-23
High-Level Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-25
Refuel/Defuel Single-Point Adapter . . . . . . . . . . . . . . . . . . . . . 11-25
Gravity Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-25
Fuel Quantity Gauging . . . . . . . . . . . . . . . . . . . . . . . . . 11-26
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-26
Fuel Quantity Gauging Computer. . . . . . . . . . . . . . . . . . . . . . . 11-26
Magnetic Level Indicators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-28
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-30
FUEL Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-30
Primary Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-31
FUEL Synoptic Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-32
Fuel Temperature Readouts . . . . . . . . . . . . . . . . . . . . . . . . . . 11-33
Fuel Quantity Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-34
EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-36
Fuel Copyright © Bombardier Inc.

LIST OF FIGURES
Figure 11.1 Aircraft Fuel Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3
Figure 11.2 Water Drain Valves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
Figure 11.3 Right Wing Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
Figure 11.4 FUEL Control Panel – Boost Pumps . . . . . . . . . . . . . . 11-10
Figure 11.5 FUEL Synoptic Page – Engine Fuel Feed . . . . . . . . . . 11-11
Figure 11.6 FUEL Synoptic Page – APU Fuel Feed . . . . . . . . . . . . 11-13
Figure 11.7 FUEL Control Panel – Automatic Crossflow . . . . . . . . . 11-15
Figure 11.8 FUEL Synoptic Page – Automatic Crossflow . . . . . . . . 11-15
Figure 11.9 FUEL Control Panel – Manual Crossflow . . . . . . . . . . . 11-16
Figure 11.10 FUEL Synoptic Page – Manual Crossflow . . . . . . . . . . 11-17
Figure 11.11 FUEL Control Panel – Gravity Crossflow . . . . . . . . . . . 11-18
Figure 11.12 FUEL Synoptic Page – Gravity Crossflow . . . . . . . . . . 11-19
Figure 11.13 FUEL Synoptic Page – Fuel Transfer . . . . . . . . . . . . . . 11-21
Figure 11.14 REFUEL/DEFUEL Control Panel and Adapter . . . . . . . 11-23
Figure 11.15 REFUEL/DEFUEL Control Panel . . . . . . . . . . . . . . . . . 11-24
Figure 11.16 Primary Page – Fuel Quantity Readouts . . . . . . . . . . . 11-27
Figure 11.17 FUEL Synoptic Page – Fuel Quantity Readouts . . . . . 11-27
Figure 11.18 Magnetic Level Indicator (MLI) . . . . . . . . . . . . . . . . . . . 11-28
Figure 11.19 FUEL Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-30
Figure 11.20 Primary Page – Fuel Indications. . . . . . . . . . . . . . . . . . 11-31
Figure 11.21 Fuel System Components . . . . . . . . . . . . . . . . . . . . . . 11-32
Figure 11.22 FUEL Synoptic Page Color Logic . . . . . . . . . . . . . . . . . 11-32
Figure 11.23 Fuel Temperature Indications . . . . . . . . . . . . . . . . . . . . 11-33

LIST OF FIGURES
Figure 11.24 FUEL Synoptic Page – Quantity Indications . . . . . . . . . 11-35
Figure 11.26 Advisory Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-37
Figure 11.27 Status Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-38
Figure 11.28 Circuit Breakers – Fuel . . . . . . . . . . . . . . . . . . . . . . . . . 11-39

FUEL

Introduction
Three fuel tanks identified as the left wing, right wing and center tanks,
provide containment, transfer, and feed to the engines and APU. All three
tanks can be refueled through a single-point adapter; however, only the
left and right wing tanks can be overwing refueled. The fuel quantity
gauging computer (FQGC) controls automatic refueling, powered
crossflow, fuel transfer, and measures fuel quantity and temperature. A
built-in test (BITE) of the fuel system is provided.
Fuel system data is presented on the EICAS primary, status and FUEL
synoptic pages.
Fuel Tank System

Description
The aircraft stores fuel in the left wing, right wing and center tanks. The
tanks are sealed with a fuel-resistant sealant.
Single-point refueling is provided; however, only the left and right wing
tanks can be overwing refueled. Underwing water drain valves are used to
remove condensation and other contaminants from the tanks. Low-drag
NACA vent scoops provide static and dynamic venting of the tanks. Fuel
quantity and temperature measurement probes are installed in the tanks to
provide indications for EICAS display. The FQGC controls tank crossflow
and transfer.
All fuel supplied to the engines flows through the collector tanks. The left
and right collector tanks are located inside the center tank at a point that is
lower than the left or right wing tanks. Each collector tank is replenished by
a gravity-feed manifold that connects the collector tank to its associated
wing tank and by a scavenge ejector when the engines are operating. The
dedicated APU pump takes fuel from the left collector tank and delivers it
to the APU.

Single-Point
Refuel/Defuel
Collector Adapter and
Tanks Control Panel
Center
Tank
Left Wing Tank Right Wing Tank
Left Wing Right Wing
Filler Cap Filler Cap
PRM7_11_001
Figure 11.1 Aircraft Fuel Tanks

Tank Construction
The wing tanks are integral-type fuel tanks that use the wet wing design.
The tanks are sealed with a fuel-resistant sealant. The left and right wing
tanks contain the fuel used during normal operation. For extended range
flights, fuel is carried in the center tank.
Gravity Filler Caps
The gravity filler caps and filler ports for the left and right tank are located
on the upper wing surfaces.
Drain Valves
The water and fuel drain valves are located on the lower wing surfaces.
Maintenance personnel sample the fuel to check for water and other
contaminants through the water valve. For gravity defueling, maintenance
personnel insert a gravity defueling adapter into the fuel drain valves.
Tank Pressure-Relief Valves
Each wing fuel tank has a spring loaded pressure-relief valve located on
the lower wing surface. The center tank pressure-relief valve is located on
the lower center fuselage. If a fuel tank becomes overpressurized
(> 5 psi), the tank relief valve opens to release the internal pressure. The
valve automatically resets when the pressure returns to normal.
CAUTION
Do not pull any fuel tank pressure-relief valve
handle. Depending on tank fuel level, a fuel spill
may result.

Figure 11.2 Water Drain Valves
Filler Port
and Cap
Tank
Pressure-Relief
Valve
PRM7_11_003
Upper Wing Surface
Figure 11.3 Right Wing Filler Cap

One-Way Flow Valves
Each wing tank incorporates one-way flow valves that are attached to the
internal wing ribs. These valves prevent outward flow of the fuel during
wing low maneuvers.
Vent System
The tanks are vented through interconnecting vent lines to NACA scoops
(low-drag vents) located on the lower surface of the wing trailing edges
(one per wing). During flight, the NACA vent scoops provide ram air
pressure to maintain a positive header pressure on the fuel in the tanks.
During operations on the ground, the NACA scoops provide static
ventilation of the tanks and relieve the buildup of air pressure caused by
the refueling process or thermal expansion of the fuel. To avoid fuel
spillage through the NACA scoops during refueling or from fuel expansion,
the NACA vent line drains the fuel trapped in the vent lines back into the
center tank.


Fuel Distribution
Description
There are two separate fuel distribution systems, the engine fuel feed
system and the APU fuel feed system.
Engine Fuel Feed System
The engine fuel feed system controls the flow of fuel from the fuel tanks to
the engines. This system includes scavenge ejectors, collector tanks, main
ejectors, check valves and fuel shutoff valves (SOVs). Motive flow is used
to operate the ejectors. DC electric boost pumps supply fuel to the engines
when a main ejector pressure is low. The pumps operate during the
engine start sequence and/or when a main ejector fails.
APU Fuel Feed System
The APU fuel feed system controls the flow of fuel from the left collector
tank to the APU. This system includes a DC electric fuel pump and an
APU fuel SOV.
Fuel Quantity Gauging Computer
A dual-channel fuel quantity gauging computer (FQGC) monitors and

controls the operation of the fuel system. Only one channel is active at any
one time. If the active channel fails, the redundant channel automatically
assumes control. Each channel receives signals from the fuel system and
aircraft attitude information from AHRS/IRS.
The FQGC uses the following information to calculate the fuel quantity as
weight in each tank; fuel density, fuel temperature in the right wing tank,
and fuel temperature at each engine. The FQGC also controls the
operation of the pumps and valves to keep the fuel system balanced.

Motive Flow
The ejectors operate by using motive flow pressure. Motive flow is created
when high-pressure fuel is passed through the venturi-shaped nozzle of
the ejector. As fluid is ejected from the nozzle, fluid velocity is increased
and a low pressure is created. The suction caused by the low pressure
moves the fuel out of the tank.
Scavenge Ejectors
The scavenge ejectors are operated by motive flow created by the

high-pressure output of the engine-driven fuel pumps. The two ejectors
are located at the lowest point in the inboard section of each wing tank.
The ejectors transfer fuel from the wing tanks to the collector tanks.
Collector Tanks
All fuel consumed by the engines comes from the collector tanks. The
collector tanks are located in the forward section of the center tank. There
is no migration of fuel from the center tank into the collector tanks. Fuel
from the left and right wing tanks flow into the associated collector tank
through the gravity feed manifolds. Scavenge ejectors when powered also
remove fuel from the wing tanks and deliver fuel under pressure to the
associated collector tank.
Main Ejectors
Two main ejectors are operated by the motive flow created by the
high-pressure output of the engine-driven fuel pumps. Each ejector pump
takes fuel from its associated collector tank and delivers the fuel to the
engine. The main ejectors are installed on top of the collector tanks.

Boost Pumps
The boost pumps are DC electric pumps that move fuel from the collector
tanks to the engines. The pumps are used to back up the main ejectors
during engine start and when an ejector fails.
Pressing the L BOOST PUMP or R BOOST PUMP switch/light causes
both pumps to operate when the FQGC detects low fuel feed pressure in
either feed manifold.
L and R BOOST PUMP

Used to control engine boost pump
ON – (white) indicates boost pump
is operating
INOP – (amber) indicates that low
pump pressure or pump failure
L BOOST GRAVITY R BOOST

PUMP XFLOW PUMP
ON FAIL ON
F INOP OPEN INOP

U
XFLOW
E L AUTO OVERRIDE R
L
ON ON
PRM7_11_002
MAN
FAIL FAIL
Figure 11.4 FUEL Control Panel – Boost Pumps


12000 LBS 3900 LBS
0 LBS
Scavenge Ejectors
P
Collector Tank
Boost Pumps P
0
P P
-5 C
6000 LBS 6000 LBS
Main Ejectors
Engine Fuel
Shutoff Valves 0
55 C
0
55 C
Fuel Feed
APU
Temperature PRM7_11_005
Fuel Filters
Figure 11.5 FUEL Synoptic Page – Engine Fuel Feed

Transfer Ejectors
Pressurized fuel within the engine fuel feed manifold is used to create the
motive flow that operates the associated transfer ejector. The two transfer
ejectors are located in the aft section of the center tank and transfer fuel
from the center tank to the wing tanks.
Engine Fuel Shutoff Valves
The engine fuel shutoff (SOVs) are located above the center wing box in
the main landing gear bay and are controlled by the ENGINE FIRE PUSH
switch/lights on the glareshield. The engine fuel SOVs are
electrically-operated valves that stop the flow of fuel to the engines.
Fuel Heat Exchangers
The fuel/oil heat exchanger is located on the engine. The fuel is heated by
high temperature oil passing through the heat exchanger. Fuel feed
temperature is indicated on the FUEL synoptic page.
Fuel Filters
The fuel filter assembly is mounted just aft of the oil tank on the engine.
The filters are monitored for contamination by an impending bypass
switch. If the fuel pressure parameters are exceeded, a signal will be sent
to the EICAS.
XFLOW Pump
The XFLOW (crossflow) pump is a dedicated bidirectional pump that is

used to move fuel between the wing tanks. When crossflow is required,
the XFLOW pump takes fuel from the wing tank with the higher quantity
and moves it to the lower quantity tank.
APU Pump
A dedicated DC-powered APU fuel pump is installed at the left collector

tank.

APU Fuel Shutoff Valve
The APU fuel feed shutoff (SOV) is an electrically-operated SOV. In case
of an APU fire, pushing the APU FIRE PUSH switch/light on the right
glareshield closes the SOV. During normal operations, the SOV is opened
and closed by selecting the PWR/FUEL switch/light on the APU control
panel.

12000 LBS 3900 LBS
0 LBS
APU Pump P
0
P P
-5 C
6000 LBS 6000 LBS
APU Fuel
0 0
Shutoff 55 C 55 C
Valve
APU
PRM7_11_006
Figure 11.6 FUEL Synoptic Page – APU Fuel Feed

Fuel Crossflow
Description
Crossflow is the process of moving fuel between wing tanks to balance the
wing tank fuel quantities. There are two crossflow systems: power
crossflow (automatic or manual) and gravity crossflow.
Power crossflow is an automatic function controlled by the FQGC. If the
automatic power crossflow feature fails to initiate crossflow, the automatic
function can be inhibited to allow the pilot to initiate the power crossflow
manually.
If the power crossflow system fails completely or is unable to cope with the
imbalance, the gravity crossflow system can be used to assist in balancing
the wing tank quantities.
Automatic Powered Crossflow
When a fuel imbalance of more than 91 kg (200 lb) exists between the
wing tanks, the FQGC starts the bidirectional XFLOW pump. Fuel is taken
from the wing tank with the higher quantity and pumped to the low-quantity
tank. When the fuel quantity of the low tank exceeds the other tank by
23 kg (50 lb), the XFLOW pump is de-energized and the crossflow stops.
Crossflow operation is displayed on the FUEL synoptic page and as a
white status message. On the FUEL control panel, the switch/light
associated with the tank receiving fuel is illuminated white.


PUMP XFLOW PUMP
ON FAIL ON
F INOP OPEN INOP

U
XFLOW
E L AUTO OVERRIDE R
L
ON ON
MAN
FAIL FAIL
PRM7_11_007
R XFLOW Open
Figure 11.7 FUEL Control Panel – Automatic Crossflow

13000 LBS 3900 LBS
0000 LBS
XFLOW Pump
Operating (Arrow
Indicates Flow
Direction)
P P
-25 C
0
6600 LBS 6400 LBS
55 0 C 55 0 C
APU
PRM7_11_008
Figure 11.8 FUEL Synoptic Page – Automatic Crossflow

Manual Powered Crossflow
If an imbalance occurs and the automatic powered crossflow feature does

not respond, the pilot can manually initiate power crossflow.
Selecting the AUTO OVERRIDE switch/light to MAN on the FUEL control
panel inhibits the automatic feature of the power crossflow system.
When the left or right crossflow SOV switch/light is selected, the XFLOW
pump starts and the appropriate low-quantity tank is replenished. When
the wing tank quantities are within limits, selecting the crossflow
switch/light will de-energize the XFLOW pump and crossflow stops.
Appropriate messages are displayed on the EICAS.
NOTE
FUEL IMBALANCE caution message on if imbalance
between wing tanks exceeds 363 kg (800 lb).
CAUTION
If manual power crossflow is not monitored,
significant fuel imbalance can be created.

PUMP XFLOW PUMP
ON FAIL ON
F INOP OPEN INOP

U
XFLOW
E L AUTO OVERRIDE R
L
ON ON
MAN
FAIL FAIL
PRM7_11_009
Manual Crossflow Selected XFLOW pump is operating and

(Auto Crossflow is inhibited) fuel flows from left to right tank
Figure 11.9 FUEL Control Panel – Manual Crossflow


13000 LBS 3900 LBS
0000 LBS
XFLOW Pump
Operating (Arrow MANUAL
Indicates Flow XFLOW
Direction)
P P
-25 C
0
6600 LBS 6400 LBS
0 0
55 C 55 C
APU PRM7_11_010
Figure 11.10 FUEL Synoptic Page – Manual Crossflow

Gravity Crossflow
Gravity fuel crossflow is a manually-operated feature and is used when the

power fuel crossflow function does not correct a fuel imbalance during
flight.
When the GRAVITY XFLOW switch/light on the FUEL control panel is
selected, the gravity crossflow SOV opens and a green advisory message
is displayed on EICAS. Fuel then flows through the gravity manifold.
During coordinated and stable flight, the fuel levels in each wing tanks are
balanced by gravity.
Fuel movement between wing tanks can be increased by side-slipping the
aircraft.
NOTE
During uncoordinated flight, fuel indications are
inaccurate. 30 seconds after returning to level,
stabilized coordinated flight, accurate fuel indications
will be available.
GRAVITY XFLOW
Used to control Gravity Crossflow
OPEN – (White) Indicates GRAVITY XFLOW SOV open
FAIL – (Amber) GRAVITY XFLOW SOV not in
commanded position

PUMP XFLOW PUMP
ON FAIL ON
F INOP OPEN INOP

U
XFLOW
E L AUTO OVERRIDE R
L
ON ON
PRM7_11_011
MAN
FAIL FAIL
Figure 11.11 FUEL Control Panel – Gravity Crossflow


13000 LBS 3900 LBS
0000 LBS
Gravity
XFLOW P
Valve OPEN
0
P P
-25 C
6500 LBS 6500 LBS
0 0
55 C 55 C
APU
PRM7_11_012
Figure 11.12 FUEL Synoptic Page – Gravity Crossflow

Fuel Transfer
Description
Fuel is carried in the center tank only on extended-range flights. The fuel
transfer system moves fuel from the center tank to the wing tanks to
maintain wing loading. The fuel transfer process is entirely automatic.
There are no EICAS messages displayed when fuel is being transferred
from the center to the wing tanks.

The FQGC controls fuel transfer from the center tank to the wing tanks.
When a wing tank fuel level drops to 93% of its capacity, the FQGC
initiates transfer by opening the appropriate fuel transfer valve. Motive flow
from the engine feed manifold passes through the open valve and
activates the transfer ejector that moves fuel from the center tank to the
appropriate wing tank. When the respective wing tank is full, the FQGC
commands the transfer valve closed. When wing tank quantity drops again
to 93%, the transfer process restarts. The FQGC will cycle the transfer
system on and off until the center tank fuel is empty.


15400 LBS 900 LBS
600 LBS
Transfer Ejectors P
Transfer Valves
0
P P
-25 C
7400 LBS 7400 LBS
0 0
55 C 55 C
APU
PRM7_11_013
Figure 11.13 FUEL Synoptic Page – Fuel Transfer

Refueling/Defueling
Description
Refueling can be accomplished using either pressure or gravity refueling
procedures. Pressure refueling is the normal method, while overwing
gravity refueling would only be used in extraordinary circumstances. The
center tank has no provision for gravity refueling.
Suction defueling of the fuel tanks is accomplished by applying suction to
the single-point refuel/defuel adapter with the REFUEL/DEFUEL control
panel configured for defueling. Defueling of the aircraft is not a pilot
function and is carried out only by maintenance personnel.
The dual-channel fuel quantity gauging computer (FQGC) monitors and

controls the refueling process. Each channel receives signals from the fuel
system and aircraft attitude information from the AHRS/IRS. The FQGC
uses the information to calculate the fuel weight and density in each tank
and the right wing tank fuel temperature.
Fuel Tank Capacities
The maximum usable fuel load for each refueling method is given below:
PRESSURE REFUELING GRAVITY REFUELING
Left Main Tank 3410 kg (7517 lb) 3307 kg (7291)
Right Main Tank 3410 kg (7517 lb) 3307 kg (7291)
Center Tank 2175 kg (4795 lb) –
Total 8994 kg (19,828 lb) 6614 kg (14,582 lb)

Pressure Refueling
The REFUEL/DEFUEL control panel controls all of the refueling and
defueling operations. It is used to test the integrity of the components of
the fuel system and to display individual fuel tank quantities.
The REFUEL/DEFUEL control panel is installed in the fuselage near the
leading edge of the right wing. An optional REFUEL/DEFUEL panel is
installed on the flight deck behind the copilot seat. The optional panel has
control priority over the external panel.
When the POWER switch on REFUEL/DEFUEL control panel is selected
ON, the AUTO XFLOW INHIB status message is posted on EICAS.
CAUTION
Before attempting to refuel the aircraft, refer to the
appropriate refueling manual for a full explanation
of the refueling test and refueling procedures.
Refuel/Defuel Control
Panel and Adapter
PRM7_11_016
Optional Flight Deck

Refuel/Defuel
Control Panel (CBP2)
Placard - Fuel Specification and
Maximum Operating Pressures
Figure 11.14 REFUEL/DEFUEL Control Panel and Adapter

Refueling – Auto Mode
In the AUTO MODE, the refueling personnel preselect the total fuel
quantity through the increase/decrease switch. When the desired quantity
is set, the refuel start switch is placed to the ON position. The FQGC
automatically directs the preselected quantity of fuel to the correct tank.
Refueling – Manual Mode

The manual mode allows refueling personnel to direct fuel to a specific
tank by selecting the appropriate SOV open or closed.
PRES. TOTAL QTY

LAMP/TEST SOV CLOSED Light Readout Window
Switch/Light SOV OPEN Light
Mode Selector Knob
LAMP CL OP S.O.V. CL OP S.O.V. CL OP DEFUEL TEST
ON ON
TEST FUEL
OFF OFF MANUAL OFF
ON H. LEVEL DETECTOR FUEL AUTO
RIGHT LEFT
PRES. TOTAL QTY
POWER
INC. ON
FAULT FUEL QTY BITE
ANNUNC. Lbs INITIA. DEC. OFF

PRM7_11_015
POWER Switch FAULT ANNUNC. BITE INITIA. INC/DEC ON/OFF

Light Switchlight Toggle Toggle
Switch Switch
ON Light Quantity Readout SOV ON/OFF
Window Toggle Switch
Figure 11.15 REFUEL/DEFUEL Control Panel

High-Level Sensors
The high-level sensors provide the FQGC with a tank full signal. If the
high-level sensor signals the FQGC of a full condition during refueling
operations, the FQGC will close the appropriate tank refuel SOV.
Refuel/Defuel Single-Point Adapter
The refuel/defuel single-point adapter is used to connect the refueling

nozzle to the aircraft to refuel or defuel. The adapter is installed in the
fuselage near the leading edge of the right wing.
Gravity Refueling
Gravity refueling is accomplished only in exceptional circumstances. The

refueling process is done through the filler ports located on the upper wing
surfaces.
There is no provision for gravity refueling of the center tank.
WARNING
GRAVITY FILLER CAPS FOR THE WING TANKS
ARE LOCATED BELOW THE MAXIMUM PRESSURE
REFUELING LEVEL. NEVER REMOVE THE
GRAVITY FILLER CAPS IF THE WING TANKS ARE
FULL OR FUEL QUANTITY IS UNKNOWN.

Fuel Quantity Gauging
Description
A fuel quantity gauging computer (FQGC) monitors and controls the
operation of the fuel system. The FQGC uses information from the fuel
system to calculate the fuel quantity.
Magnetic level indicators (MLIs) provide a mechanical method of
measuring the quantity of fuel in the tanks.
Fuel quantity is measured using fuel probes which provide a signal directly
proportional to fuel level. There are six probes in each wing tank, one in
each collector tank and three in the center tank. A compensator probe in
the bottom of each wing tank supplies data to compute the fuel density
correction. The temperature of the fuel is continuously monitored by a fuel
temperature sensor installed in the right wing tank.
Fuel quantity gauging is calibrated for both ground and flight operations.
The FQGC receives weight-on-wheels signals to determine if the aircraft is
on the ground or in-flight. In-flight, the FQGC takes into account the effects
of wing deflection and aircraft attitude on the fuel quantity measurement.
Corrected individual tank quantities, total fuel quantity, fuel used quantity
and fuel temperature are displayed on EICAS as well as any fault detected
in the FQGC.

Fuel Flow Fuel Tank Quantities
1200 FF (PPH) 1200

81 OIL TEMP 82
56 OIL PRESS 56
0.2 F 0.2
PRM7_11_017
A FUEL QTY (LBS)
N 7460 1000 7460
VIB TOTAL FUEL 15920
Figure 11.16 Primary Page – Fuel Quantity Readouts
Fuel Used
Total Quantity 13000 LBS 3900 LBS
Center Tank 0000 LBS
Quantity
0
P P
-25 C
Left Wing 6600 LBS 6400 LBS
Quantity
Right Wing
Quantity 0 0
55 C 55 C
APU
PRM7_11_018
Figure 11.17 FUEL Synoptic Page – Fuel Quantity Readouts

Magnetic Level Indicators
Two magnetic level indicators (MLIs) are installed in each wing tank and
one is installed in the center tank. The MLIs are located under the wing
and are used to manually check the fuel level in each tank.
To make sure that the MLI readings are accurate, the aircraft must be
level. Pitch and roll inclinometers are provided on the right flight
compartment bulkhead to verify that the aircraft is level. After the MLI
readings are taken they are then converted to units of fuel quantity using
tabulated charts contained in FCOM Volume 2, Supplementary
Procedures.
Figure 11.18 Magnetic Level Indicator (MLI)


Description
The FUEL control panel provides control and system indications for the
fuel system. The panel arms the boost pumps and provides manual
control and indications of the powered and gravity crossflow systems.
The APU control panel controls the APU pump and SOV and provides
switch/light indications of pump and SOV failures.
Fuel system information is presented on the EICAS primary and FUEL
synoptic pages. Fuel temperature is displayed in degrees Celsius (°C) and
quantity is displayed in KGS or LBS.
The REFUEL/DEFUEL control panel controls all of the refueling and
defueling operations. It is used to test the integrity of the components of
the fuel system and to display individual fuel tank quantities. An optional
REFUEL/DEFUEL panel is installed on the flight deck behind the copilot
seat. The optional panel has control priority over the external panel.
FUEL Control Panel
The following figure is showing the FUEL control panel switch/lights

illuminated during a lamp test.

PUMP XFLOW PUMP
ON FAIL ON
F INOP OPEN INOP

U
XFLOW
E L AUTO OVERRIDE R
L
ON ON
MAN
PRM7_11_020
FAIL FAIL
Figure 11.19 FUEL Control Panel

Primary Page
The EICAS primary page presents digital indications of fuel flow and
quantity.
Fuel flow is indicated in either kilograms per hour (KPH) or pounds per
hour (PPH). Amber dashes will be displayed if the input value is invalid.
Fuel tank quantity for the left, right and center tanks are presented in KGS
or LBS.
Fuel Flow Fuel Tank Quantities
1200 FF (PPH) 1200

81 OIL TEMP 82
56 OIL PRESS 56
0.2 F 0.2 PRM7_11_017

A FUEL QTY (LBS)
N 7460 1000 7460
Figure 11.20 Primary Page – Fuel Indications

FUEL Synoptic Page
The FUEL synoptic page displays a pictorial view of the fuel system.

15500 LBS 900 LBS
Gravity XFLOW
Valve 1000 LBS
XFLOW Pump
Transfer Ejectors
Scavenge Ejectors
Collector Tanks
APU Pump
P
Boost Pumps
0
P P
-25 C
Main Ejectors
7400 LBS 7100 LBS
APU Fuel
Shutoff Valve
Engine Fuel
Shutoff Valves 55 C
0 0
55 C
Fuel Feed
APU
Temperatures
PRM7_11_021
Fuel Filters
Figure 11.21 Fuel System Components
EICAS GREEN AMBER WHITE MAGENTA CYAN

Ejector Output Ejector Failed Ejector Ready
Normal for Operation
Pump Output Pump failed Pump Off

P Normal
PRM7_11_022
Valve Not Valve Closed

Closed or Open
Figure 11.22 FUEL Synoptic Page Color Logic

Fuel Temperature Readouts
Bulk fuel temperature readout indicates the temperature of the fuel in the
right wing. Green temperature indications are temperatures above -40°C,
while amber temperature indicates -40°C or below.
Fuel feed temperature readout indicates the temperature of the fuel at
either the left or the right engine. Green digits indicate fuel feed
temperature is more than 5°C. When the fuel feed temperature is less than
5°C, the digital readout is amber.

15500 LBS 900 LBS
1000 LBS
Bulk Fuel P
Temperature
P P 0
-25 C
7400 LBS 7100 LBS
Fuel Feed
Temperature
0 0
55 C 55 C
APU
PRM7_11_023
Figure 11.23 Fuel Temperature Indications

Fuel Quantity Indications
Fuel quantities are displayed on the EICAS primary and FUEL synoptic
pages in 5 kg (10 lb) increments. Amber dashes indicate that the input
data is invalid. EICAS color logic for the fuel quantity digital readouts are:
Total Fuel
• Green: total fuel quantity is >408 kg (900 lb)
• Amber: total fuel quantity is <408 kg (900 lb)
Center Tank
• Green: center tank quantity is >5 kg (10 lb)
• White: center tank quantity is <5 kg (10 lb)
Left or Right Wing Tank

• Green: no fuel imbalance exists between left and right wing tanks, and
respective tank quantity is >204 kg (450 lb) and total fuel quantity is
>408 kg (900 lb)
• Amber: a fuel quantity imbalance between the left and right wing tanks
exceeds limits, or the respective wing tank quantity is <204 kg (450 lb)
or total fuel quantity is <408 kg (900 lb)
Fuel Used
Displayed of the FUEL synoptic page, indicates the amount of fuel used
since the counter was reset. The FUEL USED reset is carried out through
the EICAS MENU page and does not update the FMS.

Fuel Used
Total Quantity 13000 LBS 3900 LBS
Center Tank 0000 LBS
Quantity
0
P P
-25 C
Left Wing 6600 LBS 6400 LBS
Quantity
Right Wing
Quantity 0 0
55 C 55 C
APU PRM7_11_018
Figure 11.24 FUEL Synoptic Page – Quantity Indications

EICAS Messages
The fuel system messages are shown on the EICAS primary and status
pages. System messages and inhibits are listed in the following tables. A
brief explanation of each message is provided.
Fuel quantity gauging computer channel 1 and 2

FUEL CH 1/2 FAIL 1-2-3
failed.
FUEL IMBALANCE 1-2-3 Wing tank fuel imbalance >363 kg (800 lb).
Left engine fuel SOV open and an engine fire

L ENG SOV OPEN 1-2
detected.
Right engine fuel SOV open and an engine fire

R ENG SOV OPEN 1-2
detected.
Left engine fuel SOV closed and no engine fire

L ENG SOV CLSD 1-2-3
detected.
Right engine fuel SOV closed and no engine fire

R ENG SOV CLSD 1-2-3
detected
L ENG SOV FAIL 1-2-3 Left engine fuel SOV not in commanded position.
R ENG SOV FAIL 1-2-3 Right engine fuel SOV not in commanded position
Low fuel pressure condition exists at left engine fuel

L FUEL LO PRESS 2-3
inlet.
Low fuel pressure condition exists at right engine

R FUEL LO PRESS 2-3
fuel inlet.
Low fuel pressure at left main ejector with engine

L MAIN EJECTOR 2-3
running.
Low fuel pressure at right main ejector with engine

R MAIN EJECTOR 2-3
running.
Low fuel pressure at left scavenge ejector with

L SCAV EJECTOR 1-2-3 engine running or high fuel pressure at left
scavenge ejector with engine not running.
Low fuel pressure at right scavenge ejector with

R SCAV EJECTOR 1-2-3 engine running or high fuel pressure at right
scavenge ejector with engine not running.
L FUEL PUMP 1-2-3 Left engine fuel boost pump has failed.

R FUEL PUMP 1-2-3 Right engine fuel boost pump has failed.
L XFER SOV 1-2-3 Left automatic transfer SOV failure.
R XFER SOV 1-2-3 Right automatic transfer SOV failure.
XFLOW PUMP 1-2-3 Crossflow pump has failed.
BULK FUEL TEMP 1-2-3 Right wing tank fuel temp -40°C or below.
L FUEL LO TEMP 1-2-3 Fuel temp 5°C or below with left engine running.
R FUEL LO TEMP 1-2-3 Fuel temp 5°C or below with right engine running.
Bypass or impending bypass condition at left fuel

L FUEL FILTER 1-2-3
filter (clogged filter).
Bypass or impending bypass condition at right fuel

R FUEL FILTER 1-2-3
filter (clogged filter).
LO FUEL 1-2-3 Left and/or right fuel tank quantity 272 kg (600 lb).
MESSAGE LOGIC
GRAV XFLOW OPEN Gravity crossflow valve confirmed open.
L ENG SOV CLSD Left engine fuel firewall SOV confirmed closed.
R ENG SOV CLSD Right engine fuel firewall SOV confirmed closed.
L FUEL PUMP ON Left fuel pump operating.
R FUEL PUMP ON Right fuel pump operating.

MESSAGE LOGIC
AUTO XFLOW INHIB Fuel balance inhibited and auto crossflow override not active.
FUEL QTY DEGRADED Error in the attitude input to the fuel quantity gauging computer.
FUEL CH 1 FAIL Fuel quantity gauging computer channel 1 failed.
FUEL CH 2 FAIL Fuel quantity gauging computer channel 2 failed.
Gravity crossflow valve not in confirmed position

GRAV XFLOW FAIL
(open/closed).
L AUTO XFLOW ON Auto crossflow activated and left crossflow on.
R AUTO XFLOW ON Auto crossflow activated and right crossflow on.
L XFLOW ON Auto crossflow not activated and left crossflow on.
R XFLOW ON Auto crossflow not activated and right crossflow on.
MAN XFLOW Manual crossflow selected.


CB LABEL
SOURCE LOCATION
CROSSFLOW PUMP AC ESSENTIAL CBP1-S5
CROSSFLOW PUMP CONT DC ESSENTIAL CBP2-R7
FUEL GRAV XFLOW BATTERY BUS CBP1-N8
L XFER FUEL SOV BATTERY BUS CBP1-N9
R XFER FUEL SOV BATTERY BUS CBP2-P8
FUEL SOV L ENG DC EMERGENCY CBP1-R8
FUEL SOV R ENG DC EMERGENCY CBP1-R7
L FUEL PUMP BATTERY BUS CBP1-M6
L FUEL PUMP CONT BATTERY BUS CBP1-M7
R FUEL PUMP DC BUS 2 CBP2-G9
R FUEL PUMP CONT DC BUS 2 CBP2-G10
EMER REFL APU BATT DIR BUS CBP5-B5
FUEL DEFL APU BATT DIR BUS CBP5-B4
FUEL SYST CONT BATTERY BUS CBP1-M11
FUEL SYST CONT DC ESSENTIAL CBP2-U11
APU FUEL PUMP BATTERY BUS CBP5-C6
APU FUEL SOV DC EMERGENCY CBP5-C3
Figure 11.28 Circuit Breakers – Fuel


TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
Systems No. 1 and No. 2. . . . . . . . . . . . . . . . . . . . . . . . . 12-4
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
Main Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
Backup Pumps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
Auto Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
Manual Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
Reservoirs and Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . 12-7
Hydraulic Systems No. 1 and No. 2 Cooling . . . . . . . . . . . . . . . 12-7
Hydraulic Shutoff Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8
Hydraulic Shutoff Valve Control Panel. . . . . . . . . . . . . . . . . . . . 12-8
System No. 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
Reservoir and Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
Hydraulic System No. 3 Cooling . . . . . . . . . . . . . . . . . . . . . . . . 12-9
Main Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10
Backup Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10
Auto Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10
Manual Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10
Emergency Hydraulic Power . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-12
HYDRAULIC Synoptic Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-14
EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-15
Copyright © Bombardier Inc. Hydraulics

TABLE OF CONTENTS
Hydraulics Copyright © Bombardier Inc.

LIST OF FIGURES
Figure 12.1 Hydraulic Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
Figure 12.2 System No. 1: In-flight (Flaps not at 0) . . . . . . . . . . . . . . 12-5
Figure 12.3 HYDRAULIC Control Panel . . . . . . . . . . . . . . . . . . . . . . 12-6
Figure 12.4 HYD SOV Control Panel. . . . . . . . . . . . . . . . . . . . . . . . . 12-8
Figure 12.5 System No. 3: In-flight (Flaps not at 0) . . . . . . . . . . . . . 12-11
Figure 12.6 HYDRAULIC Control Panel . . . . . . . . . . . . . . . . . . . . . 12-12
Figure 12.7 HYD SOV Switch/Lights . . . . . . . . . . . . . . . . . . . . . . . . 12-13
Figure 12.8 HYDRAULIC Synoptic Page. . . . . . . . . . . . . . . . . . . . . 12-14
Figure 12.10 Advisory Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-15
Figure 12.11 Circuit Breakers – Hydraulics . . . . . . . . . . . . . . . . . . . . 12-16

LIST OF FIGURES

HYDRAULICS

Introduction
Hydraulic power is provided by three independent systems designated
no. 1, no. 2, and no. 3. All systems operate at a nominal pressure of
3000 psi. Systems no. 1 and no. 2 are serviced by ground service panels
located in the aft equipment bay. System no. 3 is serviced by a ground
service panel located on the right side of the fuselage, aft of the wing root.
Each system has two hydraulic pumps; a main pump (A) for normal power
and a backup pump (B) for supplementary power. Systems no. 1 and no. 2
main pumps are engine driven pumps (EDP). System no. 1 EDP (1A) is
driven by the left engine and system no. 2 EDP (2A) is driven by the right
engine. Systems no. 1 and no. 2 backup pumps (1B and 2B) are AC motor
pumps (ACMP). Both pumps for system no. 3 are ACMPs. System no. 3
main pump (3A) normally runs continuously, while the backup pump (3B)
is available during periods of high flow requirements. Pump 3B is
automatically powered, during an AC power failure, by the air driven
generator (ADG) when it is deployed.
The hydraulic systems supply power to operate the rudder, elevators,
ailerons, spoilerons, flight spoilers, ground spoilers, thrust reversers,
wheel brakes, nosewheel steering and landing gear extension and
retraction. Rudder, elevators and ailerons are powered by more than one
hydraulic system to prevent loss of critical flight controls.
WARNING
SKYDROL IS HIGHLY CORROSIVE AND WHEN IN
CONTACT CAN PRODUCE SEVERE SKIN AND EYE
IRRITATION.

Nose Landing Gear

Nosewheel Steering
Hydraulic System 1
Hydraulic System 2
Hydraulic System 3
Outboard Brakes
MLG Actuators
Inboard Brakes
Multifunction Multifunction
Spoilers Spoilers
Ground Spoilers Ground Spoilers

ACMP 3A ACMP 3B
Left Right
Aileron Aileron
Left Right
Thrust Thrust
Reverser Reverser
EDP 1A EDP 2A 1
ACMP 1B ACMP 2B 2
3
Rudder
PRM1_12_010
Left Right
Elevator Elevator
Figure 12.1 Hydraulic Distribution

Systems No. 1 and No. 2
Description
Systems no. 1 and no. 2 are similar in operation except for reservoir
capacities.
The major components of hydraulic systems no. 1 and no. 2 are:
engine-driven pumps (EDPs), alternating current motor pumps (ACMPs),
hydraulic shutoff valves (HYD SOVs), accumulators and a reservoir for
each system. For pump cooling, both systems share a ram-air hydraulic
fluid heat exchanger. With the exception of the EDPs, the major
components are located in the aft equipment bay. The EDPs are located
on the engines.
Hydraulic system no. 1 powers:
• Rudder and elevators
• Left aileron (L AIL)
• Outboard multifunction spoiler panels (OB SPLRON and OB FLT
SPLRS)
• Outboard ground spoilers (OB GND SPLRS)
• Left thrust reverser (L REVERSER)
Hydraulic system no. 2 powers:
• Right aileron (AIL R)
• Inboard multifunction spoiler panels (IB SPLRON and IB FLT SPLRS)
• Right reverser (R REVERSER)
• Outboard brakes (OUTBD BRAKES)

Main Pumps
The main hydraulic pumps deliver fluid at 3000 psi to hydraulically

powered aircraft systems. The main pumps (A pumps) meet the needs of
normal flight conditions.
Systems no. 1 and no. 2 main pumps are EDPs 1A and 2A. The EDPs
operate whenever their associated engines are running. The following
figure depicts system no. 1 in a simplified format; system no. 2 is similar.
L HYD SOV
C LOSE
CLOSED
CLOSE
OS D
GND
EMER DC BUS ON
AIR OFF
AC BUS 2
AUTO
LLHH EN
EENG
NG
1
FIRE Reservoir
PUSH
PUS
USH
SHH
1B Flap not at 0
1A Any Gen
On-Line
L HYD
SOV
Accumulator
PRM7_12_002
To No.1 Hydraulic
System Services
3000 PSI
Figure 12.2 System No. 1: In-flight (Flaps not at 0)

Backup Pumps
Backup pumps for hydraulic systems no. 1 and no. 2 are ACMPs 1B and
2B that are controlled by switches on the flight deck overhead
HYDRAULIC panel. The switches have three positions: ON/OFF/AUTO.
Auto Mode
Selection of the HYDRAULIC control panel switches to the AUTO position
causes pumps 1B and 2B to operate when their respective buses are
powered, any generator is operating and the flaps are not at 0. AUTO is
the normal switch position.
NOTE
ACMP 1B and 2B do not automatically start after an
engine or EDP failure.
Manual Mode
Manual mode is accomplished by placing the respective ACMP switch to
the ON position.
During flight, ACMPs 1B and 2B operate when the applicable ACMP
switch is selected ON; the respective bus is powered and any generator is
operating. On the ground, with engines off, the loss of the engine and APU
generators disables the AUTO function of the B pumps. A ground interlock
has been provided to allow the pumps to operate manually.
HYDRAULIC
ON ON ON
OFF OFF OFF OFF
AUTO ON AUTO AUTO
1 3A
A 3B
B 2
PRM7_12_003
ACMP 1B and 2B Switches
Figure 12.3 HYDRAULIC Control Panel

Reservoirs and Accumulators
Systems no. 1 and no. 2 reservoirs are storage tanks. Each reservoir is a
sealed unit and is filled via the ground service panel located directly below
the hydraulic equipment rack. Reservoir fluid is delivered under pressure
to the EDPs and ACMPs.
One accumulator per hydraulic system is used to store hydraulic pressure.
The hydraulic pressure within the accumulator satisfies the instantaneous
demands of the aircraft systems and dampens out pressure surges within
the system. The accumulator is gas-charged with dry nitrogen.
Hydraulic Systems No. 1 and No. 2 Cooling
The EDPs are mounted on their associated engine’s accessory gear box
and are exposed to the high operating temperatures normally found inside
the nacelle. A portion of system hydraulic fluid is circulated inside the
pump casing to lubricate and cool the internal components of the EDP.
This case-drain fluid is cooled by a single air/hydraulic oil heat exchanger
which is located in the aft equipment bay. Cooling air from the ram air
scoop is directed across the heat exchanger to cool the hydraulic fluid.
Although systems no. 1 and no. 2 share the same heat exchanger, there is
no mixing of fluid.
On the ground, an electric fan located inside the heat exchanger draws air
from the ram air scoop to affect fluid cooling.

Hydraulic Shutoff Valves
Electrically-operated hydraulic shutoff valves (HYD SOVs) are installed in
the supply lines between the reservoirs and the EDPs (1A and 2A). The
purpose of the HYD SOVs is to interrupt the flow of fluid from the reservoir
to the EDP. Valve positions are depicted on the HYDRAULIC synoptic
page. The valves are normally OPEN. Pressing in the applicable
HYD SOV switch/light or ENG FIRE PUSH switch/light closes the
corresponding hydraulic shutoff valve.
Hydraulic Shutoff Valve Control Panel
Two switch/lights are provided on the hydraulic shutoff control panel to

close the applicable HYD SOV in the event of a hydraulic leak or
overtemperature.
The HYD SOV switch/lights provide an alternate method of closing the
shutoff valves eliminating the requirement to shut down an engine to
control fluid overtemperature.
HYDRAULIC
L HYD SOV R HYD SOV
C L O SEDD
CLOSED
CLO C L O SEDD
CLOSED
CLO
PRM7_12_004
Figure 12.4 HYD SOV Control Panel

System No. 3
Description
System no. 3 components are in the hydraulic compartment along side the
fuselage center line, aft of the main wheel bay. The main components are:
an accumulator, a reservoir and two ACMPs (3A and 3B). System no. 3
services the largest demands of the three systems.
Hydraulic system no.3 powers:
• Left and right aileron (L AIL R)
• Inboard ground spoiler (IB GND SPLRS)
• Landing gear (LDG GEAR)
• Nosewheel steering (N/W STEER)
• Inboard brakes (INBD BRAKES)
Reservoir and Accumulator
The system no. 3 reservoir fluid is delivered under pressure to the ACMPs
in the same manner as the other two systems. System no. 3 services the
largest demands of the three systems and requires a larger reservoir and
accumulator.
The hydraulic pressure within the nitrogen gas-charged accumulator
satisfies the instantaneous demands of aircraft systems and dampens out
pressure surges within the system.
Hydraulic System No. 3 Cooling
Hydraulic system no. 3 components are not in close proximity to any

appreciable heat sources (engines) and rely only on natural convection
and radiation for dissipating fluid heat. The system does not use a heat
exchanger.

Main Pump
System no. 3 main pump is ACMP 3A. This pump runs continuously
during normal operations. A two-position switch labeled OFF and ON
controls the 3A pump.
Backup Pump
The backup pump for system no. 3 is ACMP 3B. Operation of ACMP 3B
depends on hydraulic switch position, flap position and emergency power
mode activation.
Auto Mode
With the switch in the AUTO position, the 3B pump starts when its bus is
powered (one generator on line) and the flaps are not at 0. AUTO is the
normal switch position.
NOTE
ACMP 3B does not automatically start after ACMP 3A
failure.
Manual Mode
ACMP 3B is controlled by a switch on the flight deck overhead
HYDRAULIC panel. The switch has three positions: ON/OFF/AUTO.
Manual mode is accomplished by placing the 3B switch in the ON position.
Emergency Hydraulic Power
Emergency electrical power is provided directly to pump 3B. In the unlikely

event that all engine and APU generator AC power is lost during flight, the
ADG deploys. The ADG automatically powers ACMP 3B to maintain
hydraulic pressure to the primary flight controls.
The emergency mode is automatic and independent of the ACMP 3B
switch position.

GND
ADG ADG BUS ON
GEN AIR OFF AC BUS 1
AUTO
3B
B
Reservoir
3A 3B Flap not at 0
AC BUS 2 OFF Any Gen
ON
On-Line
3A
A
3000
PSI
Accumulator
PRM7_12_005
To No.3 Hydraulic
System Services
Figure 12.5 System No. 3: In-flight (Flaps not at 0)

Description
There are no flight deck controls for EDP 1A and EDP 2A. The ACMPs
1B, 3A, 3B and 2B are controlled by switches on the flight deck overhead
HYDRAULIC panel. Backup pumps switches for ACMPs 1B, 2B and 3B
have three positions: ON, OFF and AUTO. Main pump 3A switch has two
positions: ON and OFF.
Switches on the HYD SOV panel control the operation of the hydraulic
shutoff valve. When selected the HYD SOV switch isolates the hydraulic
fluid to the respective EDP by closing the shutoff valve.
Indications for the hydraulic systems are shown on the HYDRAULIC
synoptic page, the primary page and the status page.
ACMP 1B, 2B and 3B Switches

Control the operation of AC Motor Pump 1B, 2B and 3B.
ON – Pump is on.
OFF – Pump is off.
AUTO – Pump is in automatic backup mode.
HYDRAULIC
ON ON ON
OFF OFF OFF OFF
AUTO ON AUTO AUTO
1 3A
A 3B
B 2
PRM7_12_007
ACMP 3A Switch
Controls the operation of AC Motor Pump 3A.
OFF – Pump is off.
ON – Pump is on.
Figure 12.6 HYDRAULIC Control Panel

HYDRAULIC
L HYD SOV R HYD SOV
C L O SEDD
CLOSED
CLO C L O SEDD
CLOSED
CLO
PRM7_12_006
L and R HYD SOV Switch/Lights
Control the operation of the hydraulic shutoff valves in the following conditions:
CLOSED – When switch is selected, it isolates the hydraulic fluid to the
respective engine driven pump by closing the hydraulic shutoff valve.
Figure 12.7 HYD SOV Switch/Lights

HYDRAULIC Synoptic Page
The HYDRAULIC synoptic page is used to monitor the hydraulic systems.
HYDRAULIC
55°c 75°c 55°c
80 % 85 % 80%
1B 3A 3B 2B
INBD OUTBD
BRAKES BRAKES
1A
1A 2A
3000 3000
PSI PSI
closed 3000 3000 3000

PSI PSI PSI

L AIL L AIL R AIL R
OB GND SPLRS N/W STEER REVERSER R
L REVERSER
PRM1_12_009
Figure 12.8 HYDRAULIC Synoptic Page

EICAS Messages
The hydraulic system messages are shown on the EICAS primary and
status pages. System messages and inhibits are listed in the following
HYD 1 LO PRESS Hydraulic system no. 1 pressure is 1800 psi.
HYD 1 HI TEMP 1-2-3 Hydraulic system no. 1 fluid temperature is 96°C.
HYD EDP 1A 1-2-3 EDP 1A pressure is 1800 psi.
HYD EDP 2A 1-2-3 EDP 2A pressure is 1800 psi.
ACMP 1B pressure is 1800 psi with EDP

HYD PUMP 1B 1-2-3 operating and ACMP selected ON or AUTO with
flaps not at 0.
ACMP 2B pressure is 1800 psi with EDP

HYD PUMP 2B 1-2-3 operating and ACMP selected ON or AUTO with
flaps not at 0.
HYD PUMP 3A 1-2-3 ACMP 3A pressure is 1800 psi.
HYD PUMP 3B 1-2-3 ACMP 3B pressure is 1800 psi.
HYD SOV 1 open after actuation of the LH ENG

HYD SOV 1 OPEN 1-2
FIRE PUSH switch/light.
HYD SOV 2 open after actuation of the RH ENG

HYD SOV 2 OPEN 1-2
FIRE PUSH switch/light.
MESSAGE LOGIC
HYD SOV 1 CLSD Hydraulic shutoff valve 1 is confirmed closed.
HYD SOV 2 CLSD Hydraulic shutoff valve 2 is confirmed closed.


CB LABEL
SOURCE LOCATION
HYD SOV L ENG DC EMERGENCY CBP5-C1
HYD SOV R ENG DC EMERGENCY CBP5-C2
HYD SYST AC PUMP CONT 1 DC BUS 2 CBP2-F13
HYD SYST AC PUMP CONT 2 DC BUS 1 CBP1-F14
HYD SYST FAN AC BUS 1 CBP1-A8
HYD SYST FAN CONT DC BUS 1 CBP1-F12
HYD SYST IND 1 DC BUS 2 CBP2-F12
HYD SYST IND 2 DC BUS 1 CBP1-F13
HYD SYST AC PUMP CONT 3A DC BUS 2 CBP2-F14
HYD SYST AC PUMP CONT 3B DC BUS 1 CBP1-F11
HYD SYST IND 3 BATTERY BUS CBP1-L8
Figure 12.11 Circuit Breakers – Hydraulics

TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-2
Ice Detection System . . . . . . . . . . . . . . . . . . . . . . . . . . 13-2
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-2
Wing Anti-Ice System . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-4
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-4
Anti-Ice Leak Detection Controller . . . . . . . . . . . . . . . . . . . . . . . 13-4
Wing Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-5
Wing Anti-Icing Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-5
Anti-Ice Ducts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6
Wing Overheat Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-8
Wing Cross-Bleed Duct and Valve. . . . . . . . . . . . . . . . . . . . . . . 13-8
Normal System Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-8
Engine Cowl Anti-Ice. . . . . . . . . . . . . . . . . . . . . . . . . . . 13-10
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-10
Cowl Anti-Ice Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-10
Cowl Anti-Ice Duct . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-10
Engine Cowl Ducting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-11
Air Data Probes and Sensors Anti-Ice System. . . . . . 13-12
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-12
Pitot Static Probes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-12
Standby Pitot Probe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-12
Alternate Static Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-12
Angle-of-Attack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-12
Total Air Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-13
Air Data Sensor Heater Controllers . . . . . . . . . . . . . . . . . . . . . 13-14
PROBES Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-15
Copyright © Bombardier Inc. Ice and Rain Protection

TABLE OF CONTENTS
Windshield and Window Anti-Ice System . . . . . . . . . 13-16
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-16
Windshield/Window Construction. . . . . . . . . . . . . . . . . . . . . . . 13-16
Control Switches and Function. . . . . . . . . . . . . . . . . . . . . . . . . 13-16
System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-17
Windshield Wipers . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-18
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-18
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-20
DET TEST Switch/Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-20
Windshield Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-22
Probes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-22
Windshield Wipers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-22
ANTI-ICE Synoptic Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-23
EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-24
Ice and Rain Protection Copyright © Bombardier Inc.

LIST OF FIGURES
Figure 13.1 Ice Detector Probes . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-3
Figure 13.2 Anti-Icing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-7
Figure 13.3 Wing Anti-Ice Indications . . . . . . . . . . . . . . . . . . . . . . . . 13-9
Figure 13.4 ANTI-ICE Page – Cowl Anti-Ice ON . . . . . . . . . . . . . . . 13-11
Figure 13.5 Cowl Anti-Ice Schematic. . . . . . . . . . . . . . . . . . . . . . . . 13-11
Figure 13.6 Air Data Probes and Sensors . . . . . . . . . . . . . . . . . . . . 13-13
Figure 13.7 ADSHC Heater Operation . . . . . . . . . . . . . . . . . . . . . . 13-14
Figure 13.8 PROBES Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-15
Figure 13.9 Windshield and Window Heat Switches . . . . . . . . . . . . 13-17
Figure 13.10 Windshield Wipers . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-18
Figure 13.11 ANTI-ICE Control Panel . . . . . . . . . . . . . . . . . . . . . . . . 13-21
Figure 13.12 Windshield Wiper Control Switch . . . . . . . . . . . . . . . . . 13-22
Figure 13.13 ANTI-ICE Synoptic Page . . . . . . . . . . . . . . . . . . . . . . . 13-23
Figure 13.14 Warning Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-24
Figure 13.16 Advisory Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-26
Figure 13.18 Circuit Breakers – Ice and Rain Protection. . . . . . . . . . 13-27

LIST OF FIGURES

ICE AND RAIN PROTECTION

Introduction
Ice and rain protection is provided for the wing leading edges, engine
cowls, windshields, side windows and air data probes and sensors. An ice
detection system alerts the flight crew of impending icing conditions.
Hot engine bleed air is provided for anti-icing of the wing leading edges
and engine cowlings.
Electrical power is provided for anti-icing the windshields, side windows,
air data probes and sensors.
Electrical windshield wipers provide rain removal for the pilot and copilot’s
windshields.
A bleed air leak detection system monitors the bleed air supply ducting
(refer to PRM Chapter 19, Pneumatics).
Ice and rain protection system warnings and cautions are displayed on the
EICAS primary page and status and advisory messages are displayed on
the EICAS status page. A general view of the pneumatic anti-ice system is
presented on the ANTI-ICE synoptic page.
Ice Detection System

Description
The ice detection system alerts the pilots to impending icing conditions.
The system consists of two independent ice detector/microprocessors.

The aircraft is equipped with two ice detectors; one detector is mounted on
each side of the forward fuselage. Each ice detector consists of a probe
and a microprocessor. The probe extends into the airstream and detects
conditions that lead to airframe icing. The microprocessor interfaces with
the DCUs to provide visual indications of icing. Two detectors provide
system redundancy; only one signal is needed to generate the ICE caution
message.
The ice detector probes vibrate at high frequency. When in icing
conditions, probe vibration decreases as ice accumulates on the probe.

When the frequency decreases to a preset value, the ICE caution
message is displayed and the ICE DET switch/light on the ANTI-ICE
control panel illuminates.
When the cowl and wing anti-ice systems are selected ON and operating,
the ICE caution message is replaced by an ICE advisory message.
When in icing, the detector probe and strut are electrically de-iced to shed
the accreted ice on the probe. Shedding the ice on the probe returns the
vibration frequency of the probe to a non-icing value that allows the
detection system to reassess the rate at which ice is accumulating. When
the ice is removed, the heaters are de-energized. As ice builds up again
on the probe, the heaters are re-energized and the process is repeated.
When the aircraft is clear of icing, the ICE advisory message is removed
after a set period of time is observed. The pilot can now deactivate the
wing and cowl anti-ice systems.
PRM7_13_001
Ice Detector Probe
Figure 13.1 Ice Detector Probes

Wing Anti-Ice System
Description
The wing anti-ice system anti-ices the leading edge of the wing roots and
slats by heating the surfaces with bleed air from the engines. The left wing
is anti-iced with bleed air from the left engine. The right wing is anti-iced
with bleed air from the right engine. A dual-channel anti-ice leak detection
controller (AILC) controls the anti-ice operation.
A two-position switch, located on the ANTI-ICE control panel, is used to
operate the wing anti-ice system. The WING A/I CROSS-BLEED rotary
switch on the BLEED AIR control panel allows the pilot to select both or
either engine as the source of anti-ice bleed air.
The anti-ice ducting is continuously monitored for bleed air leakage.
Anti-Ice Leak Detection Controller
A dual-channel anti-ice leak detection controller (AILC) controls the

operation of the wing anti-ice and leak detection systems. For further
information on leak detection, refer to PRM Chapter 19 – Pneumatics.
The AILC controller consists of two channels that are identified as channel
A and B. One channel actively manages the anti-ice functions of the left
and right wings while the other channel maintains a standby role. Both
channels monitor the operation of the wing anti-ice system and
continuously crosstalk.
Active channel assignment is automatically switched on a daily basis or
upon failure of the active channel. There is no EICAS indication of active
AILC channel assignment.
Each channel receives data from dual-temperature sensors located in the
inboard and outboard section of each leading edge. The AILC uses the
sensor data to independently control the amount of bleed air applied to
each wing to ensure that the leading edges are maintained at the correct
temperature.

The position of the leading edge slats determines the wing anti-ice skin
temperature. Two separate temperature settings are used. When the slats
are extended, the leading edges are maintained at the higher temperature
setting.
Wing Temperature Sensors
Dual-temperature sensors provide feedback temperature data to the AILC.

Two dual-temperature sensors are installed in the outboard section of
each wing and two in the inboard section. Channel A of the AILC receives
data from one sensor at each of the four wing positions. The second
sensor at each of the four wing positions provides data to AILC channel B.
Each dual-temperature sensor performs two functions. Each outboard
sensor monitors the leading edge of its associated wing for insufficient
temperature (L WING A/I or R WING A/I caution message) and also
detects the failure of the piccolo tube in the outboard portion of slat 3
(ANTI-ICE DUCT warning message).
The inboard sensor supplies the temperature data used by the AILC to
modulate the wing anti-ice valves. The sensor also detects when the wing
overheats (WING OVHT warning message).
Wing Anti-Icing Valves
The left and right wing anti-ice and shutoff valves are installed on the
bleed air manifold in the aft equipment bay.
When the ANTI-ICE, WING switch is selected ON, the wing anti-ice valves
respond to signals from the AILC. The valves are modulated to maintain
the wing leading edges in a temperature range that will remove all
structural icing and prevent the formation of any new ice. The valves are
spring-loaded to the closed position. The valves will close when:
• Bleed air supply pressure is removed
• There is a loss of electrical power at the valve
• Anti-ice duct failure is detected by the AILC
• APU is manually selected as the bleed source

Anti-Ice Ducts
The aft equipment bay and center fuselage anti-ice ducts direct bleed air
forward to the wing anti-ice ducts.
The wing anti-ice ducts (also referred to as piccolo tubes) are sized and
predrilled to uniformly spray hot bleed air onto the inner surfaces of the
leading edges. The hot air enters the wing via the piccolo tube in the
inboard fixed leading edge of the wing. The fixed section of the wing is
anti-iced. From there, the air is routed via a telescopic duct to slat 1 then
carried spanwise and sprayed onto the inside surfaces of the leading
edges of the wing slats.
The piccolo tubes in slats 1, 2 and 3 are interconnected by means of
flexible connectors. The connectors compensate for thermal expansion
and variations in slat deflection under different aerodynamic loads.
The bleed air used to anti-ice the inboard fixed leading edge is dissipated
to atmosphere through the forward fuselage fairing and adjacent wing
leading edge structure. The bleed air used for slat anti-icing is exhausted
overboard between the slats and the upper wing surfaces.

Wing
Ducts Ducts
Wing
Wing
Wing Anti-ice Anti-ice
Crossbleed Valve Valve
Cowl
Cowl Anti-ice Cowl Anti-ice Cowl Anti-ice
Anti-ice Valve
Valve
6th Stage 6th Stage

Bleed Port Bleed Port
10th Stage 10th Stage

HP Valve HP Valve
Left Engine Right Engine

Bleed Valve
ANTI-ICE
WING COWL DET APU
LH RH
OFF OFF ICE ANTI-ICE

ON ON
TEST
LH WSHLD RH PROBES
OFF/RESET OFF/RESET LH RH
LOW LOW OFF

HI HI ON
TEST
ANTI-ICE Control Panel

BLEED AIR
NORMAL
FROM LEFT FROM RIGHT
BLEED VALVES ISOL BLEED SOURCE

PRM7_13_002
AUTO BOTH ENG

CLSD MANUAL OPEN
L R
ENG ENG
ANTI-ICE Synoptic Page
SD
CLSD APU
Figure 13.2 Anti-Icing System

Wing Overheat Monitoring
Overheat monitoring is performed by the inboard temperature sensors.
The sensors provide an overheat indication to the DCUs to display the
WING OVHT warning message. The EICAS warning message is
accompanied by an aural alert “WING OVERHEAT”. On the ANTI-ICE
synoptic page, a red OVHT message is displayed above the red flow line
indication for the applicable wing. The detection of an overheat by the
inboard temperature sensors does not affect the operation or position of
the wing anti-ice valves. The crew must manually select the ANTI-ICE,
WING switch to the OFF position to close the wing anti-ice valves
following a WING OVHT warning message (QRH procedure).
Wing Cross-Bleed Duct and Valve
The wing cross-bleed duct and valve provides an alternate method of anti-
icing both wings when an engine bleed valve, wing anti-ice valve or engine
fails. The wing cross-bleed duct bridges the two center fuselage anti-ice
ducts and contains the cross-bleed valve. Normally, the wing cross-bleed
valve is closed and the two center fuselage ducts are not connected.
The wing cross-bleed valve is an electrically-operated valve and is
controlled at the BLEED AIR control panel. When FROM LEFT is selected
at the WING A/I CROSS BLEED rotary switch, the right wing anti-ice valve
is closed and the wing cross-bleed valve opens to permit bleed air from
the left engine to anti-ice both wings.
When FROM RIGHT is selected, the left wing anti-ice valve is closed and
the wing cross-bleed valve opens allowing bleed air from the right engine
to anti-ice both wings.
Normal System Indications
When wing anti-ice is selected ON, EICAS indications are presented on

the primary, status and ANTI-ICE synoptic pages.
When the ANTI-ICE, WING switch is ON, both N2 rpm gauge arcs,
pointers and digital readouts turn white from 0 to 77%. The white arcs are
not an indication of wing anti-ice valve operation but a function of switch
selection. The arcs remind the pilot that N2 core speed should be kept at a
higher rpm when the wing anti-ice is on to ensure an adequate flow of
bleed air from the engine.

BLEED AIR ANTI ICE

NORMAL

AUTO BOTH ENG
CLSD MANUAL OPEN
L R
ENG ENG
CLSD
SD APU
ANTI-ICE
WING COWL DET
LH RH
OFF OFF ICE

ON ON
TEST
LH WSHLD RH PROBES
LOW LOW OFF ANTI-ICE Synoptic Page

HI HI ON
TEST
88.2 88.2 R ENG OIL PRESS

23.3 23.3 L ENG OIL PRESS
ANTI-ICE Control Panel
N1
TO
584 584
82.0 82.0
ITT
N2 62.3 62.3
N2 Indication Above 77.0 % N2 GEAR

(Wing Anti-ice Switch ON) DN DN DN
600 FF (PPH) 600
79 OIL TEMP 79 SLATS/FLAPS 8
44 OIL PRESS 44
PRM7_13_003
0.1 F 0.1
A FUEL QTY (LBS)
N 6120 0 6230
Primary Page
Figure 13.3 Wing Anti-Ice Indications

Engine Cowl Anti-Ice
Description
The engine nose cowls are de-iced and anti-iced with engine bleed air.
The left and right cowl anti-ice systems are controlled by switches on the
overhead ANTI-ICE control panel.
Cowl Anti-Ice Valves
Cowl anti-ice valves are located in the aft equipment bay. The valves are
fail-safe to the open position and require air pressure from the manifold
and electrical control power to close.
When cowl anti-ice is selected ON, a pressure switch downstream of the
cowl anti-ice valve measures the air pressure in the duct. This information
is used by the DCU to compute cowl anti-ice fault messages.
The L COWL A/I or R COWL A/I caution message is displayed when the:
• Switch is selected ON and no pressure is detected in the duct (valve
failed in the closed position), or
• Switch is selected OFF and pressure is detected in the duct (valve
failed in the open position), or
• Cowl switch is selected ON with the APU manually selected as the
bleed air source. The BLEED MISCONFIG caution message also
appears.
To improve dispatch reliability, a manual override lever is provided to lock
the valve in the closed position.
Cowl Anti-Ice Duct
From the cowl anti-ice valve, the bleed air travels through a sealed
double-walled duct to the nacelle cowl structure. The duct, located in the
engine pylon is designed to provide both leak detection and leak
protection should the duct fail. For further information on the cowl duct
leak detection system, refer to the PRM Chapter 19 – Pneumatics.

Engine Cowl Ducting
From the double-walled pylon duct, the hot bleed air is directed to an
ejector then sprayed by a piccolo tube onto the inner surface of the cowl
leading edge. After completing the anti-ice process, the exhaust air is
discharged overboard through vents.
Figure 13.4 ANTI-ICE Page – Cowl Anti-Ice ON
Figure 13.5 Cowl Anti-Ice Schematic

Air Data Probes and Sensors Anti-Ice System
Description
The air data probes and sensors are located on either side of the aircraft
nose and are electrically heated to prevent ice formation. Three separate
air data sensor heater controllers (ADSHCs) provide control and
monitoring of the probe heaters.
Two probe switches are provided on the ANTI-ICE control panel for
ground operations. Activation of the probe heaters is determined by
engine generator operation, probe heater switch position, and the WOW
signals from the proximity sensing electronic unit (PSEU).
Failure of a probe heater will signal the DCU to display the appropriate
EICAS caution message.
Pitot Static Probes
There are two pitot static masts, one on either side of the nose. The pitot
static mast consists of a head and mounting base. The mast has two
heaters, one in the head and the other in the base.
The pitot head heater when energized operates at half heat on the ground
and full heat in-flight. The base heater operates at full heat in-flight only.
Standby Pitot Probe
There is one standby pitot probe on the left side of the nose. When
energized, it is heated at half power on the ground and full power in-flight.
Alternate Static Ports
Two flush alternate static ports are located on each side of the aircraft.
When energized, the ports are heated to full power.
Angle-of-Attack
Two angle-of-attack (AOA) vanes are located on each side of the aircraft.
When energized the AOA vanes are heated to full power.

Total Air Temperature
One total air temperature (TAT) probe sensor is located on the right side of
the aircraft. The base heater operates at full heat in-flight only.
Figure 13.6 Air Data Probes and Sensors

Air Data Sensor Heater Controllers
The air data sensor heater controllers (ADSHCs) anti-ice control logic
guarantees that the probes and sensors are heated prior to takeoff
regardless of the position of the PROBES switches. Engine generator
output and PSEU weight-on-wheels data are used in computing the
ADSHC control logic. Should an ADSHC lose power, all probes connected
to the failed ADSHC revert to full power
Ground Mode
When an engine generator is supplying the electrical buses and the
PROBES switches are OFF, the ADSHC applies half power to the three
pitot heads. No other probe receives power. When the PROBES heater
switches are selected to ON, the ADSHC continues to supply half power to
the three pitot heads, but full power is applied to the standby static ports
and AOA sensors. The pitot bases and TAT are not heated.
Flight Mode
During takeoff, with weight-off-wheels, the ADSHCs energize all probe and
sensor heaters regardless of probe or generator switch position.
HEATER ON GROUND IN FLIGHT
L and R Pitot Probe Tip Auto (1/2 Power) Auto (Full Power)
L and R Pitot Probe Base Not Heated Auto (Full Power)
Standby Pitot Probe Auto (1/2 Power) Auto (Full Power)
L and R AOA Vanes [1] Off or Full Power Auto (Full Power)
L and R Static Port [1] Off or Full Power Auto (Full Power)
TAT Probe Not Heated Auto (Full Power)
[1] Crew Selection
Figure 13.7 ADSHC Heater Operation

PROBES Switches
The PROBES switches have a limited function in that the ADSHC
automatically programs the heating of the sensors and probes. The
PROBES switches can be used during ground operations to energize
selected heaters when the APU generator is operating or external AC
ground power is applied to the aircraft.
When the PROBES LH and RH switches are selected OFF and external
power or APU power is applied, all probe heaters are de-energized.
Selecting the PROBES LH and RH switches to ON causes the ADSHC to
apply half power to the three pitot heads and full power to the standby
static ports and AOA sensors. The pitot bases and TAT are not heated on
the ground.
LH WSHLD RH PROBES
LOW LOW OFF

HI HI ON
TEST
PRM7_13_007
PROBES Switches
Operate the respective side
air data sensor heaters.
Figure 13.8 PROBES Switches

Windshield and Window Anti-Ice System
Description
The forward windshields are anti-iced and defogged/demisted. They
operate on two temperature schedules. The side windows operate on one
temperature schedule and are defogged/demisted only.
Windshield/Window Construction
The windshields and windows are constructed of three laminated glass

panels separated by two vinyl interlayers. The windshields and windows
are heated by electrically energizing a conductive coating that is applied to
the inner surface of the outer glass panel. Four interchangeable
temperature controllers, one for each windshield and window, monitor the
electrical resistance of the temperature sensors that are embedded in the
glass. The temperature controllers cycle power on and off to maintain a
predetermined glass surface temperature.
Control Switches and Function
Switches located on the ANTI-ICE panel control the windshield and

window heat. The LH WSHLD switch controls the left windshield and left
window. The RH WSHLD switch controls the right windshield and right
window. The windshield heat control switches have three positions:
OFF/RESET, LOW and HI.
When the switches are set to LOW, heat is first applied by a warm-up
cycle to prevent thermal shock of the windshields and windows. Upon
completion of the warm-up cycle, the temperature controllers maintain the
corresponding windshields and windows at a low heat level.
When the switches are selected to HI, the normal warm-up cycle is first
completed and then the windshields are heated to a higher temperature to
shed ice accumulations. Only low-level heating is available at the windows
for defogging/demisting.

Overheat protection circuits for each windshield or window remove power
from the affected surface during an overheat condition. Moving the
WSHLD switch to OFF/RESET de-energizes the applicable windshield
and window and resets the temperature controller.
System Test
The TEST switch is used to test the windshield and window anti-ice
systems. With the WSHLD switches selected to LOW or HI and the TEST
switch is pressed and held, a successful test is indicated by the applicable
caution message.
LH WSHLD RH PROBES
LOW LOW OFF

HI HI ON
TEST
WSHLD Switches WSHLD TEST Button

Control windshield and side Initiates self-test of
window heaters. windshield heating
OFF/RESET – Heating system system.
de-energizes/resets faults.
LOW – Windshield and side
PRM7_13_008
windows heated.
HI – Windshield heated to high
temperature, side windows
remain at low temperature.
Figure 13.9 Windshield and Window Heat Switches

Windshield Wipers
Description
Two windshield wipers remove rain and snow from the pilot and copilot’s
windshields. Either pilot can operate both windshield wipers by means of a
four-position switch (OFF-PARK, INT, SLOW, FAST) located on the left
and right side panels.

When either pilot’s wiper switch is selected, both wipers are activated and
operate at the same speed. When both wiper switches are in use, the last
switch selection will determine the speed of both wipers.
The intermittent function provides a 5 second delay between sweeps of
the wiper blade. The OFF-PARK setting parks the wipers on the center
post of the windshield frame.
Maximum operating speed of the wipers is 250 KIAS.
STALL
OFF PARK
INT PTCT
PUSHER
SLOW
FAST ON
OFF
Windshield Wiper Controls
Windshield Wipers
PRM7_13_009
Figure 13.10 Windshield Wipers


Description
The ANTI-ICE control panel is used to operate the anti-ice systems. The
BLEED AIR control panel provides the pilot with a switch that allows wing
cross-bleed anti-ice operation.
Anti-ice system operation and fault presentation is provided on the primary
and status pages. The ANTI-ICE synoptic page can be used to monitor the
pneumatically-operated anti-ice and ice detection systems.
DET TEST Switch/Light
The amber DET TEST switch/light provides three separate functions:
Icing Indicator
When ice conditions are encountered, the switch/light illuminates to
provide a visual indication of icing conditions. The switch/light extinguishes
when the wing and cowl anti-ice systems are operating.
Ice Detection System Testing

The switch/light is used to test the ice detector circuitry and probes. The
ICE caution message and illumination of the DET TEST switch/light
indicates a successful test of the system.
ADSHC System Testing

The DET TEST switch is to test the probe and sensor heaters. Pressing
and holding the DET TEST switch/light initiates the test. A successful test
is indicated by the ADS HEAT TEST OK advisory message.

WING Switch
Controls operation of left and
right wing anti-icing system.
OFF – Closes wing anti-ice
valves and shuts down air
supply.
ON – Anti-ice leak detection
controller operates COWL LH/RH Switches
modulating/shutoff valves to Control operation of cowl
maintain leading edge within a anti-ice shutoff valves.
temperature range.
ANTI-ICE
WING COWL DET
LH RH DET ICE TEST Switch/Light
ICE Initiates self-test of the ice
OFF OFF
ON ON detectors and air data sensor
TEST
heating system.
ICE Light – Indicates icing
LH WSHLD RH PROBES conditions detected and
OFF/RESET OFF/RESET LH RH anti-ice systems selected off.
LOW LOW OFF

HI HI ON
TEST
WSHLD TEST Button

Initiates self-test of PROBES Switches
windshield heating Operate the respective
system. side air data sensor
WSHLD Switches heaters.
Control windshield and side
window heaters.
OFF/RESET – Heating system
de-energizes/resets faults.
LOW – Windshield and side
PRM7_13_010
windows heated.
HI – Windshield heated to high
temperature, side windows remain
at low temperature.
Figure 13.11 ANTI-ICE Control Panel

Windshield Test
The windshield TEST pushbutton functions only when the windshields and
windows are energized. When the TEST pushbutton is pressed, a
successful test is indicated by the presentation of the following caution
messages:
• L WSHLD HEAT
• R WSHLD HEAT
• L WINDOW HEAT
• R WINDOW HEAT
Probes
The PROBES switches activate partial probe and sensor heating when the
APU generator or external AC power is applied to the electrical buses. For
a detailed explanation of the function of these switches, refer to the air
data probes and sensor anti-icing explanation provided in this chapter.
Windshield Wipers
The windshield wiper control panel provides the pilots with control of the
wiper speed. Selecting either control switch causes both wipers to
operate. The last selected speed selection will determine the speed of
both wipers.
STALL
OFF PARK
INT PTCT
PUSHER
SLOW
FAST ON
OFF
Windshield Wiper Switch

OFF/PARK – Wipers OFF and Parked
PRM7_13_012
INT – Intermittent (5 second pause

between sweeps)
SLOW – Wipers operate at low speed
FAST – Wipers operate at high speed
Figure 13.12 Windshield Wiper Control Switch

ANTI-ICE Synoptic Page
The ANTI-ICE synoptic page is used to monitor the pneumatically-
operated anti-ice systems and the ice detection system.
ANTI-ICE
Wing Anti-ice Duct,
Fuselage Duct and
Piccolo Tube
Synoptic
Green – Operational
Amber – Low Duct
Temperature
Red – Overheat
Wing Anti-ice Left and Right Wing

Crossbleed Valve Anti-ice Valves
PRM7_13_013
Cowl Anti-ice Valves
Bleed Valve
ISOL Valve
Figure 13.13 ANTI-ICE Synoptic Page

EICAS Messages
The ice and rain protection system messages are shown on the EICAS
primary and status pages. System messages, inhibits and aural warnings
are listed in the following tables. A brief explanation of each message is
provided.
AURAL
WARNING
An overheat condition has been

“Wing
WING OVHT 3 detected by a least one of the inboard
Overheat”
wing skin temperature sensors.
Bleed air leak detected by AILC in the “Anti-ice

ANTI-ICE DUCT 3
wing anti-ice ducting or piccolo tubes. Duct”
A bleed air leak is detected by the leak

“Anti-ice
L COWL A/I DUCT 3 pressure transducer in the left cowl
Duct”
anti-ice duct.
A bleed air leak is detected by the leak

“Anti-ice
R COWL A/I DUCT 3 pressure transducer in the right cowl
Duct”
anti-ice duct.
Low duct temperature detected when wing anti-ice

ANTI-ICE DUCT 1-2-3
is selected on.
Fault detected in left cowl anti-ice system

L COWL A/I 1-2
(3 seconds time delay).
Fault detected in right cowl anti-ice system

R COWL A/I 1-2
(3 seconds time delay).
Left cowl anti-ice SOV open when switch is OFF

L COWL A/I OPEN 1-2
and air is present.
Right cowl anti-ice SOV open when switch is OFF

R COWL A/I OPEN 1-2
and air is present.
Failure of both channels of the wing anti-ice leak

ANTI-ICE LOOP 1-2-3
detection loops.

Loss of both left cowl bleed air leak detection loops

L COWL LOOP 1-2-3
during power-up test.
Loss of both right cowl bleed air leak detection
R COWL LOOP 1-2-3
loops during power-up test.
Left wing anti-ice valve has failed closed or a low

L WING A/I
temperature has been detected.
Right wing anti-ice valve has failed closed or a low

R WING A/I
temperature has been detected.
Failure of both channels of left or right outboard

WING A/I SNSR 1-2-3
wing temperature sensors with wing anti-ice on.
WING XBLEED 1-2-3 Wing cross-bleed valve has failed closed.
An icing condition is detected and wing or cowl

ICE
anti-ice system is selected off or has failed.
ICE DET FAIL Both ice detector systems have failed.
L AOA HEAT 1-2-3 Left AOA heater is off or has failed.
R AOA HEAT 1-2-3 Right AOA heater is off or has failed.
Left pitot heater is off or has failed. Also indicates

L PITOT HEAT 1-2-3
respective pitot base heater is off or failed in flight.
Right pitot heater is off or has failed. Also indicates

R PITOT HEAT 1-2-3
respective pitot base heater is off or failed in flight.
L STATIC HEAT 1-2-3 Left static port heater is off or has failed.
R STATIC HEAT 1-2-3 Right static port heater is off or has failed.
STBY PITOT HEAT 1-2-3 Standby pitot heater is off or has failed.
TAT PROBE HEAT 1-2-3 TAT probe heater failed with AC BUS 1 powered.
L WINDOW HEAT 1-2-3 Overheat or no heat at left window heater.
R WINDOW HEAT 1-2-3 Overheat or no heat at right window heater.
L WSHLD HEAT 1-2-3 Overheat or no heat at left windshield heater.
R WSHLD HEAT 1-2-3 Overheat or no heat at right windshield heater.

MESSAGE LOGIC
All AOA, pitot, static, standby and TAT probe heater tests
ADS HEAT TEST OK
successful. (Window/windshield heaters not included).
Ice detected by ice detectors, wing and cowl anti-ice selected

ICE
on and not failed.
COWL A/I ON Left and right cowl anti-ice selected on.
L COWL A/I ON Left cowl anti-ice selected on.
R COWL A/I ON Right cowl anti-ice selected on.
WING A/I ON Wing anti-ice selected on and sufficient heat to both wings.
Left and right wing anti-ice on and left and right cowl anti-ice
WING/COWL A/I ON
on.
MESSAGE LOGIC
ICE DET 1 FAIL Ice detector 1 failed and ice detector 2 not failed.
ICE DET 2 FAIL Ice detector 2 failed and ice detector 1 not failed.
Left cowl anti-ice duct pressure < -3.1 psi or >53.1 psi and
L COWL A/I DUCT
BATTERY BUS powered.
Right cowl anti-ice duct pressure < -3.1 psi or >53.1 psi and
R COWL A/I DUCT
BATTERY BUS powered.
Loss of redundancy on wing anti-ice system or loss of 1 or 2

WING A/I FAULT
outboard temperature sensors.


CB IDENT
SOURCE LOCATION
A/ICE CONT CH A DC BUS 1 CBP1-D7
A/ICE CONT CH B DC ESSENTIAL CBP2-T1
WING A/ICE ISOL BATTERY BUS CBP2-N5
A/ICE VALVE L ENG BATTERY BUS CBP2-N3
A/ICE VALVE R ENG BATTERY BUS CBP2-N4
T2 HEATER L DC ESSENTIAL CBP2-S8
T2 HEATER R BATTERY BUS CBP5-C5
HEATERS ADS CONT 1 DC ESSENTIAL CBP2-S2
HEATERS ADS CONT 2 DC BUS 1 CBP1-G13
HEATERS ADS CONT STBY DC ESSENTIAL CBP2-S3
HEATERS AOA L AC ESSENTIAL CBP1-T8
HEATERS AOA R AC BUS 1 CBP1-A13
HEATERS PITOT L AC ESSENTIAL CBP1-T7
HEATERS PITOT R AC BUS 1 CBP1-A14
HEATERS PITOT STBY AC ESSENTIAL CBP1-T9
HEATERS STATIC L DC ESSENTIAL CBP2-S1
HEATERS STATIC R DC BUS 1 CBP1-G14
HEATERS TAT AC BUS 1 CBP1-A12
HEATERS CONT L WIND DC ESSENTIAL CBP2-S4
HEATERS CONT L WSHLD DC BUS 1 CBP1-G12
HEATERS CONT R WIND DC BUS 2 CBP2-G14
HEATERS CONT R WSHLD DC BUS 2 CBP2-G13
HEATER L WIND AC ESSENTIAL CBP1-U10
HEATERS L WSHLD AC BUS 1 CBP1-A10/CBP1-A11
Figure 13.18 Circuit Breakers – Ice and Rain Protection

CB IDENT
SOURCE LOCATION
HEATER R WIND AC BUS 2 CBP2-C7
HEATERS R WSHLD AC BUS 2 CBP2-A10/CBP2-A11
WIPER C/PILOT DC BUS 2 CBP2-G5
WIPER PILOT DC BUS 1 CBP1-G5
ICE DET 1 AC ESSENTIAL CBP1-T11
ICE DET 2 AC BUS 2 CBP2-A14
Figure 13.18 Circuit Breakers – Ice and Rain Protection

TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
Engine Indicating and Crew Alerting System. . . . . . . . 14-3
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-3
EICAS Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4
CRT Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4
CRT Lighting Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-5
Data Concentrator Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-6
Lamp Driver Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-7
MASTER WARNING Switch/Lights . . . . . . . . . . . . . . . . . . . . . . 14-8
MASTER CAUTION Switch/Lights. . . . . . . . . . . . . . . . . . . . . . . 14-8
Audio Integrating System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-10
Aural Alert Disable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-13
EICAS Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-14
Primary Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-18
Engine Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-18
Crew Alerting System Messages . . . . . . . . . . . . . . . . . . . . . . . 14-20
Landing Gear and Slats/Flaps . . . . . . . . . . . . . . . . . . . . . . . . . 14-20
Fuel Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-20
Status Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-22
Crew Alerting System Messages . . . . . . . . . . . . . . . . . . . . . . . 14-22
Auxiliary Power Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-22
FLT NO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-22
Trim Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-22
Crew Oxygen Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-22
Cabin Pressurization and Temperature . . . . . . . . . . . . . . . . . . 14-23
Brake Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-23
Synoptic Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-24
ECS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-24
HYDRAULIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-24
AC ELECTRICAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-24
DC ELECTRICAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-24
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-24
FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-24
ANTI-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-25
DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-25
Copyright © Bombardier Inc. Indicating and Recording System (EICAS)

TABLE OF CONTENTS
MENU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-25
EICAS Color Logic and Synoptic Page Presentation . . . . . . . . . . 14-26
Color Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-26
Synoptic Page Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-26
EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-28
Warning Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-28
Caution Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-29
Pagination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-29
Clearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-29
Advisory Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-32
Status Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-32
Pagination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-32
Clearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-32
EICAS Message Inhibit Logic. . . . . . . . . . . . . . . . . . . . . . . . . . 14-33
Display Reversionary Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-34
EICAS Reversionary Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-34
Display Reversionary Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-34
PFD Reversionary Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-35
Source Selection Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-36
MFD Reversionary Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-36
Maintenance Diagnostic System. . . . . . . . . . . . . . . . . 14-38
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-38
Flight Data Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . 14-40
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-40
Flight Data Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-40
FDR EVENT Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-40
Underwater Locator Device . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-40
Triaxial Accelerometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-40
EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-55
Indicating and Recording System (EICAS) Copyright © Bombardier Inc.

LIST OF FIGURES
Figure 14.1 EFIS and EICAS Displays . . . . . . . . . . . . . . . . . . . . . . . 14-3
Figure 14.2 DSPLY/AVIONICS FAN Control Panel. . . . . . . . . . . . . . 14-4
Figure 14.3 CRT Lighting Adjustment . . . . . . . . . . . . . . . . . . . . . . . . 14-5
Figure 14.4 LAMP TEST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-7
Figure 14.5 MASTER WARNING/CAUTION Switch/Lights . . . . . . . . 14-9
Figure 14.6 Aural Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-10
Figure 14.7 EICAS Voice and Warning Messages . . . . . . . . . . . . . 14-11
Figure 14.8 EGPWS Related Voice Messages . . . . . . . . . . . . . . . . 14-12
Figure 14.9 AUDIO WARNING Panel . . . . . . . . . . . . . . . . . . . . . . . 14-13
Figure 14.10 EICAS Control Panel (ECP) . . . . . . . . . . . . . . . . . . . . . 14-17
Figure 14.11 Primary Page Engine Indications . . . . . . . . . . . . . . . . . 14-19
Figure 14.12 Primary and Status Page Indications . . . . . . . . . . . . . . 14-21
Figure 14.13 EICAS Color Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-26
Figure 14.14 Synoptic Page Flow Line Color Logic . . . . . . . . . . . . . . 14-27
Figure 14.15 Primary Page – Caution Messages Clearing . . . . . . . . 14-31
Figure 14.16 EICAS Message Inhibit Logic . . . . . . . . . . . . . . . . . . . . 14-33
Figure 14.17 Display Reversionary Panel . . . . . . . . . . . . . . . . . . . . . 14-35
Figure 14.18 Source Selection Panel . . . . . . . . . . . . . . . . . . . . . . . . 14-37
Figure 14.19 MDC Selector and MFD . . . . . . . . . . . . . . . . . . . . . . . . 14-39
Figure 14.20 FDR EVENT Pushbutton . . . . . . . . . . . . . . . . . . . . . . . 14-41
Figure 14.21 Primary and Status Pages . . . . . . . . . . . . . . . . . . . . . . 14-43
Figure 14.22 ECS Synoptic Page . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-44
Figure 14.23 ANTI-ICE Synoptic Page . . . . . . . . . . . . . . . . . . . . . . . 14-45

LIST OF FIGURES
Figure 14.24 HYDRAULIC Synoptic Page . . . . . . . . . . . . . . . . . . . . . 14-46
Figure 14.25 AC/DC ELECTRICAL Synoptic Pages . . . . . . . . . . . . . 14-47
Figure 14.26 FUEL Synoptic Page. . . . . . . . . . . . . . . . . . . . . . . . . . . 14-48
Figure 14.27 FLIGHT CONTROLS Synoptic Page . . . . . . . . . . . . . . 14-49
Figure 14.28 DOORS Synoptic Page. . . . . . . . . . . . . . . . . . . . . . . . . 14-50
Figure 14.29 MENU and MAINTENANCE MENU Page . . . . . . . . . . 14-51
Figure 14.30 EICAS Control Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . 14-52
Figure 14.31 Display Reversionary Control Panel . . . . . . . . . . . . . . . 14-53
Figure 14.32 ENGINES/Miscellaneous Test Panel . . . . . . . . . . . . . . 14-53
Figure 14.33 Source Selection Panel. . . . . . . . . . . . . . . . . . . . . . . . . 14-54
Figure 14.34 AUDIO WARNING Panel . . . . . . . . . . . . . . . . . . . . . . . 14-54
Figure 14.36 Circuit Breakers – EICAS . . . . . . . . . . . . . . . . . . . . . . . 14-56

INDICATING AND RECORDING SYSTEM (EICAS)

Introduction
The indicating and recording system consists of components that display
or record critical aircraft information and system operation.
The engine indication and crew alerting system (EICAS) provides:
• Automatic system monitoring
• Integration of system information
• Color logic for presentation of minimum/maximum limits
• Aural alert warning messages
Information is provided on two cathode ray tubes (CRTs) located on the
center instrument panel. Master warning and caution lights on the
glareshield enhance the indication system. Aural signals are generated
within the data concentrator units (DCUs) and are heard through the flight
deck speakers and headsets.
The flight data recording system (FDR) receives and stores aircraft flight
data information for later analysis.
The maintenance diagnostic computer (MDC) is used to record engine
and line replaceable unit (LRU) status and parameters. MDC data can be
downloaded for system diagnosis and fault identification.
The aircraft clocks are connected to the air radio incorporated (ARINC)
bus and provide time data for specific aircraft systems.
Included in this chapter are TSS and EGPWS related voice messages.
These messages are totally independent from the EICAS system. They
are generated respectively from the TSS the EGPWS computers.
TSS related voice messages are shown in Chapter 17 – Navigation.

Engine Indicating and Crew Alerting System
Description
The function of the engine indicating and crew alerting system (EICAS) is
to display the engine instruments, visual and aural crew alert messages
and real-time interpretation of aircraft systems operation.
Two EICAS displays (ED 1 and ED 2) present the data on different
selectable display pages. Some display pages are shown by default,
others are available through selection. Control of displayed information is
provided by the EICAS control panel (ECP) located on the center
pedestal.
Engine indications are provided on the EICAS primary page. Color is used
to depict normal and non-normal ranges of operation.
The crew alerting system (CAS) provides visual and aural alerts when the
DCUs detect a malfunction. The CAS prioritizes messages by order of
occurrence and order of importance. The order of occurrence is easily
defined. The most recent message always appears on the top of its
associated list.
The order of importance is accomplished by the use of color and aural
alerts. There are four levels of CAS message importance: warning,
caution, advisory and status.
AIRSPEED LIMITS - (CALIBRATED SPEEDS) AIRSPEED LIMITS - (CALIBRATED SPEEDS)

VFE (45 FLAPS) 170 VMO (BELOW 8,000 ft) 330 VFE (45 FLAPS) 170 VMO (BELOW 8,000 ft) 330
VFE (30 FLAPS) 185 VMO (8,000 to 25,400 ft 335 T T VFE (30 FLAPS) 185 VMO (8,000 to 25,400 ft 335
VFE (20 FLAPS) 230 MMO (25,400 to 28,300 ft) 0,80 BR BR VFE (20 FLAPS) 230 MMO (25,400 to 28,300 ft) 0,80
VFE (8 FLAPS) 230 VMO (28,300 to 31,400 ft) 315 VFE (8 FLAPS) 230 VMO (28,300 to 31,400 ft) 315
VFE (1 FLAPS) 230 MMO (31,400 to 41,000 ft) 0,85 VFE (1 FLAPS) 230 MMO (31,400 to 41,000 ft) 0,85
VA (MANEUVERING) VLO (EXT) (L/G EXTENSION) 220 88.2 88.2 R REV ARMED FLT NO. CRJ079a VA (MANEUVERING) VLO (EXT) (L/G EXTENSION) 220
(AT SEA LEVEL @ 72,750 LB) 247 VLO (RET) (L/G RETRACTION) 200 23.6 23.6 (AT SEA LEVEL @ 72,750 LB) 247 VLO (RET) (L/G RETRACTION) 200
(AT 20,000 FT @ 42,000 LB) 220
L REV ARMED TRIM 220
205 VLE (L/G EXTENDED) AIL STAB (AT 20,000 FT @ 42,000 LB) 205 VLE (L/G EXTENDED)
PARKING BRAKE ON
NU
SEAT BELTS
N1 NO SMOKING
TO APU LCV OPEN
BR
T
BR
T
ISOL OPEN 7.9 BR
T
BR
T
490 490 R ENG BLEED CLSD

5 000 STD L ENG BLEED CLSD 5 000
TO WX+TRB 1013 hPa
LWD RWD ND WX+TRB TO
UTC 14:09 TAS 0 GS 0 SAT 15C TAT 15C UTC 14:09 TAS 0 GS 0 SAT 15C TAT 15C TO ALTS
TO ALTS ITT 80 300
2
2 RUDDER
RW06R 0NM : : + 60 200 NL NR RW06R 0NM : : FD1
10
YUL 14NM : : 61.6 61.6 YUL 14NM : :
1 HOKKE 38NM : :
40 0 100
HOKKE 38NM : : 1
CYYZ 291NM : : LB - 10 000
CYYZ 291NM : : LB
0 059 N2 GEAR 20
900
OXY 1850 059 0
DN DN DN 29.92 In APU C TEMP 24 C
510 FF (PPH) 510
61 OIL TEMP 77 CAGE BARO 100 349 C ALT 0 VT 196
VT 196 SLATS/FLAPS 8
V2 143 44 OIL PRESS 44 RATE 0 V2 143
VR 133 P 0. 0 VR 133
V1 133 0.1 F 0.1 LDG ELEV 300 V1 133
A FUEL QTY (LBS) 0 FT 29.92 IN
200 0 FT 29.92 IN N
6120 0 6230
RPM EGT BRAKE TEMP
40 200
40
FMS1 TCAS 12 4 FMS2 TCAS 12 4

OFF CRS 331 OFF
CRS 331
13. 5 NM 20 YUL CYUL 20 YUL CYUL 13. 5 NM
YUL YUL 0.0
TERM
0.0 TERM
ADF1
ADF2
12 12
4 4
COCKPIT VOICE
RECORDER
PRM7_14_001
HOLD
5 SEC
TEST HEADSET ERASE
EFIS Displays EICAS Displays EFIS Displays
Figure 14.1 EFIS and EICAS Displays

EICAS Displays
The EICAS displays are computer-controlled video displays. EICAS

display 1 (ED 1) is installed on the left of the center instrument panel and
EICAS display 2 (ED 2) is installed on the right of the center instrument
panel.
CRT Cooling
The CRTs are DC-powered but cooled by AC powered fans. To provide

redundancy, two separate fans are installed. Normal fan operation is
controlled automatically by the proximity sensing system (PSS). If a
cooling fan fails, the DSPLY FAN rotary switch is used to select a backup
fan. In the event that both fans fail, cooling is accomplished by the
conditioned air.
DSPLY & AVIONICS FAN

NORM – Appropriate fan is activated for either flight or ground operations.
NORM NORM
GND FLT GND FLT
ALTN ALTN ALTN ALTN
STDBY
PRM7_07_015
STDBY – Both fans deactivated, air is supplied

from flight deck air conditioning duct.
Figure 14.2 DSPLY/AVIONICS FAN Control Panel

CRT Lighting Adjustment
Two separate control knobs are used to adjust CRT lighting intensity. In
the upper left corner of the display unit, a brightness (BRT) adjustment
knob is used to set the minimum lighting intensity for the associated
screen. After adjusting the BRT knob to a minimum visible level, the pilot
can select the desired level of lighting for both displays by using the
display (DSPL) knob located on the associated LIGHTING control panel.
The EICAS displays present system information on the primary, status,
synoptic and menu pages. ED 1 displays the primary page by default.
ED 2 is defaulted to the status page. Page selection is accomplished via
the EICAS control panel (ECP).
BRT Adjustment BR
T
Knob
88.2 88.2
23.6 23.6
N1
TO
490 490
ITT
61.6 61.6
N2 GEAR
510 FF (PPH) 510 DN DN DN

44 OIL PRESS 44
0.1 F 0.1
A FUEL QTY (LBS)
N
6120 0 6230
PRM7_14_003
Figure 14.3 CRT Lighting Adjustment

Data Concentrator Units
The data concentrator units (DCUs) are the heart of the engine indication
and crew alerting system (EICAS). The DCU collects data from various
aircraft systems, processes the information and relays it to the proper
component or display. There are two DCUs installed in the aircraft. They
are designated DCU 1 and DCU 2.
All DCUs share in providing information to the EICAS displays. Internal
switching logic determines how the information is provided by the DCUs. If
a partial or complete failure of a DCU occurs, system redundancy ensures
that no displayed data is lost.
Each of the DCUs receives identical analog or digital information via an
aeronautical radio incorporated (ARINC) bus from the following sources:
• Aircraft systems
• Integrated avionics processor system (IAPS)
• Stall protection computer
• Clocks
• Attitude heading and reference system (AHRS)
The DCUs process and format this information then transmit the data on
the ARINC bus to the:
• EICAS displays
• Lamp driver unit (LDU)
• Maintenance diagnostic computer (MDC)

Lamp Driver Unit
The two-channel lamp driver unit (LDU) receives information from the
DCUs and controls the panel and glareshield switch/light illumination.
When the DCU generates an EICAS message the data is sent to the LDU.
The LDU interprets the information and then illuminates the switch/light on
the appropriate control panel.
Should one channel of the LDU fail, the remaining channel continues to
operate. Testing of the LDU and panel lamps is accomplished by using the
test switch located on the miscellaneous test panel. The three-position
LAMP TEST switch is spring-loaded to the center OFF position. Holding
the switch to either position 1 or 2 tests the associated LDU channel and
lamps.
The IND LTS switch on the miscellaneous test panel is used to set the
switch/light lamp intensity to bright or dim.
ENGINES LAMP
TEST
OFF
1
N1 N2
ON 2

SCHEDULE
BRT
DIM
FDR EVENT
PRM7_14_004
LAMP TEST 1 and 2 Switch

Tests respective lamp driver units
Figure 14.4 LAMP TEST Switch

MASTER WARNING Switch/Lights
The two red MASTER WARNING switch/lights are located on the left and
right glareshield panels. Both switch/lights come on flashing when any
warning occurs. A triple chime always accompanies a MASTER
WARNING (with the exception of an engine or APU fire warning). Pushing
either MASTER WARNING switch/light will extinguish both MASTER
WARNING lights for the duration of that warning and resets the lights for
future warnings. The warning message on the EICAS primary page will
remain displayed as long as the warning exists. Pushing the MASTER
WARNING switch/light also silences the aural warnings except for the
following:
• Stall warbler
• EGPWS/TSS (voice and aural)
• Overspeed clacker
• Flap clacker
• Stabilizer trim clacker
• AP disconnect cavalry charge
• Configuration warnings
• Landing gear warning horn
MASTER CAUTION Switch/Lights
The two amber MASTER CAUTION switch/lights are located on the left
and right glareshield panels. Both switch/lights come on flashing when any
caution occurs. A single chime always accompanies a MASTER
CAUTION. Pushing either MASTER CAUTION switch/light will extinguish
both MASTER CAUTION lights for the duration of that caution and resets
the lights for future cautions. The caution message on the EICAS primary
page will remain displayed as long as the caution exists. Pushing the
MASTER CAUTION switchlight will not silence the following:
• GPWS and TSS voice alerts
• Altitude alert (C-chord) aural

Master Warning Switch/Light Master Caution Switch/Light
LLHH EN
EENG
NG
FIR
FIRE
PUSH
USSHH
PUSH
PULL UP
ROLL MASTER MASTER
SEL STALL
PLT GND PROX ARMED
ROLL PUSH TO
DISCH
APU RRHH EN
EENG
NG
FIRE FIRE
FIR
PUSH PPUSH
US
USH
SHH
PULL UP
STAL
STALL SEL
PRM7_14_005
DISCH PUSH TO ROLL
DISCH
Master Caution Switch/Light Master Warning Switch/Light
Figure 14.5 MASTER WARNING/CAUTION Switch/Lights

Audio Integrating System
The audio integrating system receives signals from the DCUs and
EGPWS and generates the aural alerts. When multiple aural alerts are
generated at the same time, the audio integration system determines the
priority in which the aural alerts are heard.
There are two separate categories of aural alerts, warning aurals and
voice messages. Voice messages are related to three separate systems.
EGPWS voice messages are generated independently of the DCUs.
AURAL WARNINGS
SOUND INDICATION
Single Chime Caution tone that precedes an aircraft system voice advisory
Triple Chime Warning tone that precedes an aircraft system voice advisory
Fire Bell Fire warnings
Warbler Stall
Siren Windshear
Whoop-Whoop EGPWS Mode 1 or 2 (excessive descent or closure rate)
Clacker 1. Excessive stabilizer trim movement

2. VMO/MMO exceedance
3. Airspeed too high for current flap setting
Horn Landing gear not down
Cavalry Charge Autopilot disconnect
C-chord Altitude alert
Figure 14.6 Aural Warnings

EICAS VOICE AND WARNING MESSAGES

VOICE MESSAGE CORRESPONDING EICAS WARNING MESSAGE(S)
“Anti-ice Duct” ANTI-ICE DUCT – L COWL A/I DUCT – R COWL A/I DUCT
“APU” APU OVERSPEED – APU OVERTEMP
“Bleed Air Duct” L BLEED DUCT – R BLEED DUCT
“Brakes” BRAKE OVHT
“Cabin Pressure” DIFF PRESS – CABIN ALT
“Engine Oil” L ENG OIL PRESS – R ENG OIL PRESS
“Gear Bay Overheat” MLG BAY OVHT
“Gear Disagree” GEAR DISAGREE
“Nose Door” NOSE DOOR OPEN
“Smoke” SMOKE AFT CARGO – SMOKE FWD CARGO
“Wing Overheat” WING OVHT
“Door” PASSENGER DOOR
“Config Spoilers” CONFIG SPLRS
“Config Flaps” CONFIG FLAPS
“Config Brakes” PARKING BRAKE
“Config Trim” CONFIG AILERON – CONFIG STAB – CONFIG RUDDER
“Config Autopilot” CONFIG AP
Figure 14.7 EICAS Voice and Warning Messages

EGPWS RELATED VOICE MESSAGES

VOICE MESSAGE CORRESPONDING DISPLAY
“Approaching Decision Height” (optional) –
“Approaching Minimums” (optional) –
“Bank Angle” –
“Don’t Sink” Amber GND PROX switch/light
“Glideslope” Amber GND PROX switch/light
“Minimums” –
“Minimums, Minimums” (optional) –
“Decision” DH on the PFD
“Pull Up” Red PULL UP switch/light
“Sink Rate” Amber GND PROX switch/light
“Terrain, Terrain” Amber GND PROX switch/light
“Terrain, Terrain, Pull Up” Red PULL UP switch/light
“Too Low Flap” Amber GND PROX switch/light
“Too Low Gear” Amber GND PROX switch/light
“Too Low Terrain” Amber GND PROX switch/light
“Windshear” WINDSHEAR on PFD
“Obstacle, Obstacle, Pull Up” Red PULL UP switch/light
“Caution Obstacle” Amber GND PROX switch/light
“Caution Terrain” Amber GND PROX switch/light
“0”, “10”, “20”, etc. (altitude callouts) –
“700”, “960”, “1400” and “2800” Hz tones –
Figure 14.8 EGPWS Related Voice Messages

Aural Alert Disable
Two AUDIO WARNING DISABLE switch/lights located on the AUDIO
WARNING panel on the copilot’s side console are used to disable and
silence the aural warnings of a malfunctioning DCU. When DCU 1 is
selected to DISABLE, DCU 2 will provide the aural warning function.
Selecting all DCU switch/lights to DISABLE will disable all EICAS aural
warnings. EGPWS and TCAS aural warnings are not disabled by selection
at this panel.
AUDIO WARNING
DDISABLE
ISS ABB LE
LE D I SAB
DISABLE
DIS S A BL
BLE
DCU 1 DCU 2
PRM7_14_006
DCU 1 DCU 2
Disable Switch Disable Switch
Figure 14.9 AUDIO WARNING Panel

EICAS Control Panel
The EICAS control panel (ECP) is located on the center pedestal. A single
channel microprocessor control unit, it has dedicated momentary contact
buttons for control of the information displayed on EICAS. Four of the
buttons are mechanical which allows them to operate should the ECP fail.
The four mechanical buttons are the PRI, STAT, CAS, and STEP buttons.
PRI
Selecting PRI causes the primary page to be displayed on ED 2.
STAT
Selecting STAT causes the status page to be displayed on ED 2. If the
status page is already displayed, the button will remove the status
messages and display a white MSGS icon. Pressing the STAT button a
second time will cause the status messages to reappear. DCU generation
of a new status message will remove the MSGS icon and the new status
message will be displayed on the top of the status message stack.
CAS
When both engines are stabilized at idle, it is possible to remove the
displayed caution messages from the primary page. Selecting the CAS
button will remove the caution messages and display a white MSGS icon.
Pressing the CAS button a second time will cause the caution messages
to reappear. If a new caution message is generated it appears above the
MSGS icon. Pressing the CAS button again combines the new message
with the already boxed messages.
STEP
The STEP button will sequentially step through all available pages,
starting at the page currently selected and moves left to right as labeled on
the ECP. There are seven synoptic pages plus a menu page. They can be
accessed through buttons on the ECP.
ECS
Selecting ECS displays the ECS synoptic page.

HYD
Selecting HYD displays the HYDRAULIC synoptic page.
ELEC
Selecting ELEC once displays the AC ELECTRICAL synoptic page.
Selecting ELEC a second time displays the DC ELECTRICAL synoptic
page.
FUEL
Selecting FUEL displays the FUEL synoptic page.
F/CTL
Selecting F/CTL displays the FLIGHT CONTROLS synoptic page.
A/ICE
Selecting A/ICE displays the ANTI-ICE synoptic page.
DOORS
Selecting DOORS displays the DOORS synoptic page.
MENU
The MENU page is used to reset the FUEL USED value present on the
FUEL synoptic page. The left and right engine oil tank quantities are
displayed on the MENU page. The buttons labeled SEL, UP, and DN will
only function when the MENU page is selected.


STAT ELEC
Displays the First press displays
status page. the AC electrical
Allows clearing synoptic page and
and recalling of second press displays
status messages DC electrical synoptic
ECS page
Displays the HYD FUEL
enviromental
PRI control system Displays the Displays the
Displays the synoptic page hydraulic fuel synoptic
primary page synoptic page page
PRI STAT ECS HYD ELEC FUEL
F/CTL A/ICE DOORS SEL
CAS MENU UP DN STEP
F/CTL MENU UP and DN STEP

Displays the Selects the Moves menu Selects in
flight control menu page page cursor sequence the
synoptic for data entry up or down next EICAS
page display pages
A/ICE DOORS
Displays the Displays SEL
anti-ice the doors Selects the cursor
synoptic page synoptic line when the menu
CAS page page is displayed.
(crew advisory Also changes the
PRM7_14_007
system) numerical field.

Allows clearing and Works with the UP
recalling of abnormal DN pushbuttons
messages
Figure 14.10 EICAS Control Panel (ECP)

Primary Page
EICAS display 1 (ED 1) is defaulted to display the primary page.
Engine Indications
Engine indications are presented in both the traditional analog gauge

format and as digital readouts. Displayed engine parameters include:
• N1 speed
• Inter turbine temperature (ITT)
• N2 speed
• Fuel flow
• Oil temperature
• Oil pressure (digital)
• Oil pressure gauges
• N1 fan vibration gauges
Some engine indications are presented only on an “as required” basis. For
example:
• After the engine start, when both engines are stabilized at idle and
engine oil pressures are normal, the EICAS logic replaces the analog
oil pressure gauges with N1 fan vibration gauges. When on the
ground and the engines are shut down, both oil pressure gauges
return.
• The N1 gauges present APR (automatic performance reserve) and
REV (reverse thrust) icons only when the systems are activated.
• The N2 gauge presents VIB icon only when the N2 fan vibration
exceeds a predetermined value.
• The N2 gauge arc markings change from green to white (0 to 77%)
when the wing anti-icing switch is selected on.

N1 Reference Limit
Digital Readout 88.2 88.2
N1 Reference Caret 23.6 23.6
(replaced by a cyan
donut in cruise
flight only) N1
TO
Actual N1 Digital
Readout 490 490
Active Thrust Mode
N1 Interturbine ITT
Temperature (ITT)
61.6 61.6
N2 Speed
N2 GEAR
Fuel Flow 510 FF (PPH) 510 DN DN DN
Oil Temperature 61 OIL TEMP 77 SLATS/FLAPS 8
Oil Pressure 44 OIL PRESS 44
N1 Vibration or 0.1 F 0.1

A FUEL QTY (LBS)
Oil Pressure N
PRM7_14_008
(When oil pressure 6120 0 6230
low condition exists) VIB TOTAL FUEL 12350
Figure 14.11 Primary Page Engine Indications

Crew Alerting System Messages
Warning and caution messages are only presented on the primary page.
Landing Gear and Slats/Flaps
Landing gear and slats/flaps information is presented both pictorially and

in a digital format. During flight, the landing gear and slats/flaps
information is removed from view when the following conditions exist:
• Landing gear is up and locked
• Slats/flaps are up
• Wheel brake temperatures are normal
The information reappears during the approach when the gear or flaps are
selected.
Fuel Quantity
In the bottom right hand corner of the primary page, EICAS provides the
pilot with a summary of the current fuel quantities. The information
presented includes individual tank and total fuel quantities.

88.2 88.2 PASSENGER DOOR Crew Alerting

23.6 23.6 EMER LTS OFF (CAS) Messages
N1
TO
490 490
Engine Indications
ITT
61.6 61.6
N2 GEAR
510 FF (PPH) 510 DN DN DN Landing Gear

44 OIL PRESS 44 Slats and Flaps
0.1 F 0.1
A FUEL QTY (LBS)
N
6120 0 6230
Fuel Quantity
Flight Number Display
R REV ARMED FLT NO. CRJ079 Advisory and

L REV ARMED TRIM
PARKING BRAKE ON
AIL STAB Status Messages
NU
SEAT BELTS
NO SMOKING Aileron and Stabilizer
APU LCV OPEN Trim Gauges
ISOL OPEN 7.9
R ENG BLEED CLSD
L ENG BLEED CLSD
LWD RWD ND
RUDDER
NL NR Rudder Trim Gauge
APU Gauges
OXY 1850 Crew Oxygen
APU C TEMP 24 C Pressure Display
100 349 C ALT 0
RATE 0 Actual Cabin Temperature
P 0. 0 Cabin Altitude
300
PRM7_14_009
LDG ELEV
Cabin Rate
RPM EGT BRAKE TEMP
Cabin Differential Pressure
DOOR OPEN 00 00 00 00
Landing Elevation
Brake Temperature Display
Figure 14.12 Primary and Status Page Indications

Status Page
The status page is the default page and is normally in view on ED 2.
Crew Alerting System Messages
Advisory and status messages are only presented on the status page.
Auxiliary Power Unit
The APU analog and digital RPM gauge and the EGT gauge are only
presented on the status page when the APU PWR/FUEL switch is
selected.
The APU door position is presented continuously.
FLT NO
The flight number is inserted via the flight management system (FMS).
Trim Settings
Aileron, horizontal stabilizer and rudder trim settings are continuously

displayed on the status page.
The aileron and rudder trim indicators are green when the trims are
properly set for takeoff. In flight, the indicators are white.
The horizontal stabilizer trim indicator should be in the green range for
takeoff.
Crew Oxygen Pressure
The crew gaseous oxygen pressure is continuously displayed on the

status page. Green indicates normal quantity and amber identifies low
quantity.

Cabin Pressurization and Temperature
Cabin pressurization and temperature information are continuously
displayed on the status page. The information includes:
• Actual cabin temperature
• Cabin altitude
• Rate of climb
• Differential pressure
• Landing elevation (pilot selectable)
Brake Temperature
Each main wheel brake temperature is monitored.

During flight, the brake temperature information is removed from the status
page if:
• All brake temperatures are normal
• Slats/flaps are up

Synoptic Pages
The synoptic pages can be selected for presentation on ED 2 by using the
individual buttons on the ECP. The synoptic pages provide the pilot with
real-time interpretation of aircraft system operation. Each page presents
the aircraft systems as schematic diagrams.
ECS
The ECS synoptic page presents the:

• Bleed air system
• Air conditioning system
• Pressurization system
HYDRAULIC
All three hydraulic systems are presented. At the bottom of the page, a list
of systems and components that are serviced by the hydraulic systems is
provided.
AC ELECTRICAL
The AC ELECTRICAL synoptic page provides the AC system graphically.
DC ELECTRICAL
The DC ELECTRICAL synoptic page provides the DC system graphically.
FUEL
The FUEL synoptic page depicts fuel quantities, fuel temperature and fuel
system operation.
FLIGHT CONTROLS
The FLIGHT CONTROLS synoptic page displays all primary and

secondary flight controls including control surface movement.

ANTI-ICE
The ANTI-ICE synoptic page depicts the operation of the:
• Wing anti-icing system
• Cowl anti-icing system
DOORS
The DOORS synoptic page provides the actual position of all doors in the
pressurized portion of the fuselage. There is one exception. The flight
deck escape hatch is not presented on the synoptic page.
MENU
When MENU is selected on the ECP, the MENU page appears on ED 2.

The MENU page allows the pilot to reset the FUEL USED indication on the
FUEL synoptic page and monitor engine oil tank quantities.

EICAS Color Logic and Synoptic Page Presentation
The Bombardier CRJ uses a ‘dark cockpit’ philosophy for system
indications. In flight if the aircraft is properly configured, the EICAS
screens present normal system indications and the switch/lights are not
illuminated.
Color Logic
Generally, the following color logic is used for EICAS presentation.
COLOR MEANING
Red Warning or exceedance
Amber Caution or invalid data
Green Normal operations
Blue Structure
Cyan Labeling
Cyan ½ intensity Component is operational
Magenta FLX Takeoff N1 Setting
Magenta ½ intensity Insufficient data to determine proper color coding
White Everything not covered above
Figure 14.13 EICAS Color Logic
Synoptic Page Presentation
Color logic is used to depict normal, precautionary and maximum system

limits:
• Normal range, indication is green
• Precautionary range, the system indicator turns amber
• Exceeds the limits, the indicator turns red

Flow lines are used on a number of synoptic pages. Although not all pages
can display the four colors, generally the color logic remains the same for
all.
COLOR MEANING
Black No flow
Amber Below normal values
Green Normal value
Red Exceeds normal values
White and Cyan Non operation/Normal
Figure 14.14 Synoptic Page Flow Line Color Logic
The synoptic page valves graphically represent the actual valve operation.
Color is used to identify the serviceability of the valve. Operative valves
are white and inoperative valves are amber.
Fuel or hydraulic pumps are white when off, green when operating and
amber when failed.

EICAS Messages
The crew alerting system (CAS) provides visual and aural alerts when the
DCU is alerted of a malfunction.
The CAS prioritizes messages by order of occurrence and order of
importance.
The order of occurrence is easily defined. The most recent message
always appears on the top of its associated list.
The order of importance is accomplished by the use of color and aural
alerts. There are four levels of CAS message importance: warning,
caution, advisory and status.
Warning Messages
The most urgent messages are called warnings and are red in color.
Warning messages are presented on the top of the primary page and
remain in view until the problem is resolved.
Warning messages require immediate action and are accompanied by:
• A triple chime (with the exception of an engine or APU fire warning)
• Red flashing MASTER WARNING lights
• Red light on the faulted control switch or a red indication on EFIS or a
synoptic page
Warning messages in addition to the above indications, can also generate
one or both of the following:
• Aural warning tone
• Voice message
Pressing either MASTER WARNING switch/light:
• Silences the aural alerts
• Extinguishes the red flashing MASTER WARNING lights
• Resets the CAS, allowing it to annunciate other faults

Caution Messages
Caution messages are second in the order of importance. The amber
caution messages are presented on the primary page and appear directly
below any warning messages that may be displayed.
Caution messages require prompt action and are always accompanied by:
• A single chime
• Amber flashing MASTER CAUTION lights
• Amber light on the faulted control switch or as an amber indication on
EFIS or a synoptic page
Pressing either MASTER CAUTION switch/light:
• Extinguishes the amber flashing MASTER CAUTION lights
• Resets the CAS to allow it to annunciate another fault
Pagination
It is possible to have more than one page of caution messages. The CAS
button on the ECP allows the pilot to page forward and backward to view
the entire list of caution messages. A boxed amber PAGE 1/2 is displayed
at the bottom of the message list to indicate that another page of
messages exists. At the end of the second message list, PAGE 2/2 is
displayed.
Clearing
When both engines are stabilized at idle, it is possible to remove from view
the caution messages that are displayed.
Selecting the CAS button will remove the caution messages and display a
white MSGS icon. Pressing the CAS button a second time will allow the
caution messages to reappear.
DCU generation of a new caution message will display the new message
above the MSGS icon. If the new messages extend to another page, a
white boxed MORE appears at the bottom of the message list. At the end
of the second page message list a boxed END is displayed.
To remove or box the new list, pressing the CAS button removes all the
current amber messages and the MSGS icon is displayed.


Primary Page Pagination and Message Clearing
L FUEL LO PRESS BLEED MISCONFIG MSGS

R FUEL LO PRESS L ENG BLEED
FUEL IMBALANCE R ENG BLEED
L MAIN EJECTOR L PACK FAIL
R MAIN EJECTOR PAGE 2/2
L SCAV EJECTOR
R SCAV EJECTOR
PITCH FEEL
RUDDER LIMITER
STALL FAIL
MACH TRIM
PAGE 1/2
Messages appear on Second page displays MSGS are boxed.

Messages
more than one page. end of messages.
CAS pressed. CAS pressed.
CAS Pushbutton CAS MENU UP DN STEP
MSGS L FUEL LO PRESS BLEED MISCONFIG MSGS

R FUEL LO PRESS L ENG BLEED
FUEL IMBALANCE R ENG BLEED
L MAIN EJECTOR L PACK FAIL
R MAIN EJECTOR MSGS END
L SCAV EJECTOR
R SCAV EJECTOR
PITCH FEEL
RUDDER LIMITER
STALL FAIL
MACH TRIM
MSGS MORE
PRM7_14_010
Old message boxed. New messages Second page After pressing

CAS pressed. appear on more displays end of CAS pushbutton
than one page. new messages. all messages are
CAS pressed CAS pressed. boxed.
Figure 14.15 Primary Page – Caution Messages Clearing

Advisory Messages
Green advisory messages are presented at the top of the status page.
Advisory messages are used to advise of:
• Aircraft configuration for a particular phase of flight
• Successful system test
• Confirmation of SOV closure
• SELCAL
Status Messages
White status messages are presented on the status page and appear
directly below any advisory messages that may be present.
White status messages are used to:
• Provide status of a specific system that has been manually or
automatically activated
• Identify a low-priority system failure
Pagination
It is possible to have more than one page of status messages. The STAT
button on the ECP allows the pilot to page forward and backward to view
the entire list of status messages.
Clearing
It is possible to remove from view the status messages that are displayed.
Selecting the STAT button will remove the status messages and display a
white MSGS icon. Pressing the STAT button a second time will allow the
status messages to reappear.
DCU generation of a new status message will remove the MSGS icon and
the new message will be displayed on the top of the status message
stack.

EICAS Message Inhibit Logic
During the initial takeoff, final takeoff and landing phases, the DCUs will
process inhibit logic to minimize spurious or distracting warning and/or
caution messages. Condition 1 (initial takeoff) and Condition 2 (final
takeoff) applies to the takeoff phases. Condition 3 applies to the landing
phase. The message inhibit conditions are shown in the figure below.
Condition 1: Initial Takeoff Phase

Initial takeoff phase inhibits are enabled when:
< 100 kt
• left and right engine 72SRZHU
ZHLJKWRQZKHHOVDQGDLUVSHHGLVNW
Initial takeoff inhibits are removed when:

OHIWDQGULJKWHQJLQH72SRZHU
Condition 2: Final Takeoff Phase

Final takeoff phase inhibits are enabled when:
> 100 kt
• left and right engine 72SRZHUDQGDLUVSHHG
is > 100 kt
Final takeoff phase inhibits are removed when:
> 400 ft or OHIWDQGULJKWHQJLQH72SRZHURU
30 Seconds UDGLRDOWLWXGHLV!IW$*/RU
• 30 seconds after ground to air transition
Condition
Landing phase inhibits are enabled when:
• radio altitude transition to < 400 ft AGL
< 400 ft and landing gear down and locked
Landing phase inhibits are removed when:

or VHFRQGVDIWHUDLUWRJURXQGWUDQVLWLRQRU
• radio altitude is > 400 ft AGL for 3 seconds
PRM7_14_012
> 400 ft
During GA
Figure 14.16 EICAS Message Inhibit Logic

Display Reversionary Control
EICAS Reversionary Mode
The EICAS reversionary mode provides an alternate method of displaying

EICAS information should ED 1 or ED 2 fail.
Should ED 1 fail, the primary page is automatically transferred to ED 2.
This automatic feature ensures that engine indications and warning and
caution messages are always available to the pilot. There is no automatic
transfer of information should ED 2 fail.
Reversionary control of EICAS is accomplished by sharing displays and
control panels that are used by other EICAS or EFIS modes. The list
includes:
• EICAS control panel (ECP)
• EFIS multifunctional displays (MFDs)
• Display reversionary panels
• Source selection panel
Failure of ED 2 or automatic transfer of the primary page to ED 2 renders
the ECP inactive and removes the status and synoptic pages from view.
Recovery of these pages is performed with the display reversionary panels
or the source selection panel.
Display Reversionary Panel
Display reversionary panels (DRPs) located on the pilot and copilot side
consoles control the presentation on the associated multifunctional display
(MFD). Each panel has a three-position rotary switch labeled PFD, NORM,
and EICAS.
When the EICAS switch position is selected, the MFD is reconfigured to
act as an EICAS display and the status page is presented as the default
page. The ECP is now functional and can be used to view the synoptic or
other EICAS pages.

PFD Reversionary Mode
When a primary flight display (PFD) fails, the PFD information can be
transferred to the associated MFD. When the rotary knob on the display
reversionary panel is selected to the PFD position, transfer occurs.
NORM
PFD 1, PFD 2 At the NORM position, on-side
At the PFD position, the MFD PFD, MFD and EICAS displays
displays on-side PFD data. function normally.
NORM
PFD 1 EICAS
Display Reversionary Selector EICAS PRM7_14_013

Selects display modes for the MFD. At the EICAS position, the
MFD displays EICAS data.
Figure 14.17 Display Reversionary Panel

Source Selection Panel
If either EICAS display fails, the operative ED can be used to present all
EICAS information. This is accomplished by using the three-position
EICAS selector knob on the source selection panel. The EICAS switch
positions are designated ED 1, NORM and ED 2.
If ED 1 fails, moving the EICAS selector knob to the ED 2 switch position
allows all EICAS pages to be accessed through the reactivated ECP. Only
one page can be viewed at a time. If ED 2 is inoperative, selecting the
knob to ED 1 allows all EICAS information to be viewed on ED 1.
If the only operative ED is displaying a status, synoptic or menu page and
the DCU generates a warning message, the ED automatically reverts back
to the primary page. All aural alerts associated with the warning message
sound.
MFD Reversionary Mode
There is no reversionary mode for the data normally presented on the

multifunctional displays.

EICAS SELECTOR DSPL CONT

NORM – Normal EICAS display NORM – DCP1 controls left displays and
ED1 – Enable ECP to present all DCP 2 controls right displays.
EICAS information EICAS Display 1. 1 – DCP 1 controls left and right displays.
ED2 – Enable ECP to present all 2 – DCP 2 controls left and right displays.
EICAS information EICAS Display 2.
NORM NORM
1 2 ED 1 ED 2
NORM NORM
ATTD 1 2 EICAS 1 2
HDG
PRM2_14_024
AIR DATA DSPL CONT
Figure 14.18 Source Selection Panel

Maintenance Diagnostic System
Description
The maintenance diagnostic system is used by maintenance personnel to
view current and historical information relating to specific aircraft systems
health and operation.
The system uses a maintenance diagnostic computer (MDC) to process
and record avionics and aircraft systems data for future retrieval. A
guarded three-position maintenance switch, located behind the pilot’s seat
on CBP-1, is used to enter the maintenance diagnostics mode. The
multifunctional displays (MFDs) are used to display the maintenance data
and the EICAS control panel (ECP) is used to control and select
information on the MFD display. A data loader unit is used to upload or
download data.
When the maintenance switch is set to MFD 1 or MFD 2, the applicable
MFD is configured to display maintenance related display pages and the
ECP is configured as a maintenance page control panel.
The following can be accessed through the MDC maintenance menu
page:
• Current faults – Displays fault(s) currently detected by the MDC and
failure messages reported by the DCU
• Current service messages – Displays maintenance messages
received from the DCU
• Aircraft history – Provides access to history displays for faults, service
messages, engine excellence and engine trends. Also used to access
life cycle data and flight leg summary
• LRU testing – Used to initiate LRU test and display test results
• LRU rigging – Used to initiate the LRU programing procedure
• System parameters – Displays the aircraft system parameters
• ATA index – Displays a list of ATA chapter numbers for all systems
• LRU index/operations – Displays a list of LRUs and is used to select
any associated test or rigging procedure
• MDC setup – Used to set aircraft identification and clock. Also used to
load files

• Configuration data – Used to access the configuration of the IAPS
computers and to check the MDC version information
• FCC diagnostic – Displays instructions to put flight control system into
diagnostic mode
RADAR OFF
MAINTENANCE MAIN MENU
> CURRENT FAULTS
CURRENT SERVICE MESSAGES
AIRCRAFT HISTORY
LRU TEST
LRU RIGGING
SYSTEM PARAMETERS
ATA INDEX
LRU INDEX / OPERATIONS
MDC SETUP
CONFIGURATION DATA
FCC DIAGNOSTICS
REPORT DOWNLOAD
PILOT DATA DOWNLOAD TO DISK
ON ANY SUB-PAGE, PUSH MENU

BUTTON TO RETURN TO MAIN MENU
UP DOWN SELECT
UP DN SEL
MFD Maintenance Page
MAINT
MFD1
OFF
PRM7_14_014
MFD2
Maintenance Diagnostic
Computer Selector Switch
Figure 14.19 MDC Selector and MFD

Description
The flight data recorder (FDR) records aircraft flight parameters. The FDR
includes a digital FDR, an underwater locator device (ULD), and a triaxial
accelerometer.
The FDR is located in the aft equipment bay and records the last 25 hours
of flight data in a solid-state memory. The FDR is specially constructed to
survive the shock of an aircraft impact.
The FDR starts to record when the BEACON or STROBE lights switch is
selected ON. The system is also activated by the proximity sensing
system’s weight-off-wheels switches.
The FDR EVENT pushbutton is located on the ENGINES/miscellaneous

test panel on the center pedestal. When the pushbutton is selected, the
tape is marked as a significant event for future ease in data analysis.
Underwater Locator Device
The underwater locator device (ULD), mounted on the FDR front panel, is
a battery-operated underwater acoustic pulse generator. The ULD
transmits when submerged after aircraft ditching.
Triaxial Accelerometer
The triaxial accelerometer is used for acceleration measurements. It

contains three separate seismic sensors that measure vertical, lateral and
longitudinal acceleration near the center-of-gravity of the aircraft. This data
is sent to the DCUs where it is formatted for the FDR.

FDR in Aft Equipment Bay
ENGINES LAMP
TEST
OFF
1
N1 N2
ON 2

SCHEDULE
BRT
DIM
PRM7_14_015
FDR EVENT

The EICAS displays (ED 1 and ED 2) present the engine indication and
crew alerting system information.
The primary page is the default setting for ED 1. ED 2 normally presents
the status, synoptic, menu and primary pages. The status page appears
as the default.
The EICAS control panel (ECP) is used to select the page that is
presented on the ED 2. In addition, the ECP provides a method of
resetting the FUEL USED value displayed on the FUEL synoptic page.
The display reversionary panel is used to change the MFD into an EICAS
display.
The source selection panel provides selection that allows all EICAS
information to be displayed on either the ED 1 or ED 2.
A three-position guarded switch on CBP-1 allows the MFDs to present
maintenance diagnostic computer (MDC) data.

92.0 92.0 PASSENGER DOOR Crew Alerting

92.0 92.0 EMER LTS OFF (CAS) Messages
N1
TO
800 800
Engine Indications
ITT
89.5 89.5
N2 GEAR
5000 FF (PPH) 5000 DN DN DN Landing Gear

56 OIL PRESS 56 Slats and Flaps
0.6 F 0.6
A FUEL QTY (LBS)
N
6120 0 6230
Fuel Quantity
Flight Number Display
R REV ARMED FLT NO. CRJ079 Advisory and

L REV ARMED TRIM
PARKING BRAKE ON
AIL STAB Status Messages
NU
SEAT BELTS
NO SMOKING Aileron and Stabilizer
APU LCV OPEN Trim Gauges
ISOL OPEN 7.9
R ENG BLEED CLSD
L ENG BLEED CLSD
LWD RWD ND
RUDDER
NL NR Rudder Trim Gauge
APU Gauges
OXY 1850 Crew Oxygen
APU C TEMP 24 C Pressure Display
100 349 C ALT 0
RATE 0 Actual Cabin Temperature
P 0. 0 Cabin Altitude
300
PRM7_14_017
LDG ELEV
Cabin Rate
RPM EGT BRAKE TEMP
Cabin Differential Pressure
DOOR OPEN 00 00 00 00
Landing Elevation
Brake Temperature Display
Figure 14.21 Primary and Status Pages

ECS
COCKPIT CABIN
15 0 C SELECTED 15 0 C
20 0 C ACTUAL 20 0 C
21°c 21°c
RAM
AIR
PACK 1 PACK 2
32 32
PSI PSI
APU
CPAM PRESS CONT 1
C ALT 560 560 FT

RATE 0 0 FPM
P 0.0 0.0 PSI
LDG ELEV 560 560 FT
PRM7_14_018
Valve Closed
Valve Open

ANTI-ICE
PRM7_14_019

Valve Closed
Valve Open
Figure 14.23 ANTI-ICE Synoptic Page

HYDRAULIC
55°c 75°c 55°c
80 % 85 % 80%
1B 3A 3B 2B
INBD OUTBD
BRAKES BRAKES
1A
1A 2A
3000 3000
PSI PSI
3000 3000 3000

PSI PSI PSI

L AIL L AIL R AIL R
OB GND SPLRS N/W STEER REVERSER R
L REVERSER

> 45% and Amber Dashes < 45% or > 85%
< 85% Invalid Data
82 %
Pump Output Pump Output Pump Ready Invalid Data
> 1800 psi < 1800 psi For Operation (1/2 Intensity)
PRM1_14_030
Valve Not Valve Closed Invalid Data

Closed or Open- (1/2 Intensity)
Normal
Engine Off Invalid Data Engine On
(1/2 Intensity)
Figure 14.24 HYDRAULIC Synoptic Page

AC ELECTRICAL
SERV BUS
BUS 1 BUS 2
ESS BUS
18 KVA 0 KVA 15 KVA

115 V 115 V 115 V
400 HZ 400 HZ 400 HZ
GEN GEN GEN

1 2
IDG1 APU IDG2
DC ELECTRICAL
AC AC AC AC
TRU 1 TRU 2 ESS ESS

TRU 2 TRU 1
28 V 28 V 28 V 28 V
18 A 20 A 20 A 30 A
BUS 1 CROSS ESS BUS

TIE
BUS 2 ESS TIE
SERV BUS BATT BUS
UTIL BUS
MAIN TIE
APU 26 V APU BATT

BATT 1A DIR BUS
PRM7_14_021
MAIN 26 V MAIN BATT

BATT 1A DIR BUS

15980 LBS 900 LBS

1000 LBS
P P
-25 0
C
7490 LBS 7490 LBS
0
55 0 C 55 C
APU

Ejector Output Ejector Failed Ejector Ready
Normal For Operation
Pump Output Pump Failed Ejector Ready

P Normal For Operation
PRM7_14_022
Valve Not Valve Closed

Closed or Open-
Normal
Invalid Data
(1/2 Intensity)
Figure 14.26 FUEL Synoptic Page

FLIGHT CONTROLS
0 0
AIL AIL
0 0
RUDDER
ELEV ELEV
-TRIM-
AIL STAB
NU
2.2
LWD RWD ND
RUDDER
PRM7_14_023
NL NR
Figure 14.27 FLIGHT CONTROLS Synoptic Page

DOORS
PASSENGER SERVICE
FWD CARGO
AVIONIC BAY
CTR CARGO
EMER EMER
EMER EMER
AFT CARGO
PRM9_05_001
Figure 14.28 DOORS Synoptic Page

Figure 14.29 MENU and MAINTENANCE MENU Page

STAT ELEC
Displays the First press displays
status page. the AC electrical
Allows clearing synoptic page and
and recalling of second press displays
status messages DC electrical synoptic
ECS page
Displays the HYD FUEL
enviromental
PRI control system Displays the Displays the
Displays the synoptic page hydraulic fuel synoptic
primary page synoptic page page
CAS MENU UP DN STEP
F/CTL MENU UP and DN STEP

Displays the Selects the Moves menu Selects in
flight control menu page page cursor sequence the
synoptic for data entry up or down next EICAS
page display pages
A/ICE DOORS
Displays the Displays SEL
anti-ice the doors Selects the cursor
synoptic page synoptic line when the menu
CAS page page is displayed.
(crew advisory Also changes the
PRM7_14_007
system) numerical field.

Allows clearing and Works with the UP
recalling of abnormal DN pushbuttons
messages
Figure 14.30 EICAS Control Panel

NORM
PFD 1, PFD 2 At the NORM position, on-side
At the PFD position, the MFD PFD, MFD and EICAS displays
displays on-side PFD data. function normally.
NORM
PFD 1 EICAS
PRM7_14_013
Display Reversionary Selector EICAS
Selects display modes for the MFD. At the EICAS position, the
MFD displays EICAS data.
Figure 14.31 Display Reversionary Control Panel
ENGINES LAMP
TEST
OFF
1
N1 N2
ON 2

SCHEDULE
BRT
DIM
PRM7_14_026
FDR EVENT
Figure 14.32 ENGINES/Miscellaneous Test Panel

ATTD HDG EICAS

NORM – Pilot is supplied from NORM – Normal EICAS display.
IRS/AHRS 1 and copilot is ED1 – Enables ECP to present all
supplied from IRS/AHRS 2. EICAS information EICAS Display 1.
1 – Pilot and copilot supplied ED2 – Enables ECP to present all
from IRS/AHRS 1. EICAS information EICAS Display 2.
2 – Pilot and copilot supplied
from IRS/AHRS 2.
NORM NORM
1 2 ED 1 ED 2
NORM NORM
ATTD 1 2 EICAS 1 2
HDG
AIR DATA DSPL CONT
AIR DATA DSPL CONT

NORM – ADC 1 to left displays, NORM – DCP 1 controls left displays
ADC 2 to right displays. and DCP 2 controls right displays.
PRM7_14_025
1 – ADC 1 to left and right displays. 1 – DCP 1 controls left and right
2 – ADC 2 to left and right displays. displays.
2 – DCP 2 controls left and right
displays.
Figure 14.33 Source Selection Panel
AUDIO WARNING
DDISABLE
ISS ABB LE
LE D I SAB
DISABLE
DIS S A BL
BLE
DCU 1 DCU 2
PRM7_14_006
DCU 1 DCU 2
Disable Switch Disable Switch
Figure 14.34 AUDIO WARNING Panel

EICAS Messages
EICAS messages are shown on the primary and status pages. System
messages are listed in the table below. A brief explanation for each
message is provided.
MESSAGE LOGIC
Miscomparison of warning, caution, status, advisory or aural

CAS MISCOMP
between DCUs for 0.20 seconds.
Self-detected internal aural fault or aural inoperative manually

DCU 1 AURAL INOP
disabled.
Self-detected internal aural fault or aural inoperative manually

DCU 2 AURAL INOP
disabled.
DCU 1 INOP Self-detected internal fault or fault detected by other DCU.
DCU 2 INOP Self-detected internal fault or fault detected by other DCU.
MDC FAULT Maintenance diagnostic computer inoperative.


CB LABEL
SOURCE LOCATION
CKPT VOICE REC DC ESSENTIAL CBP2-V7
CREW FORCE SYST DC BUS 1 CBP1-E12
DATA LOAD DC BUS 1 CBP1-H10
FLIGHT REC PWR AC BUS 1 CBP1-C9
FLIGHT REC CONT DC ESSENTIAL CBP2-U10
QAR AC BUS 2 CBP2-C13
EICAS CONT PNL BATTERY BUS CBP2-Q7
EICAS DCU 1 BATTERY BUS CBP2-Q1
EICAS DCU 1 DC ESSENTIAL CBP2-U8
EICAS DCU 2 DC BUS 2 CBP2-H13
EICAS DCU 2 BATTERY BUS CBP2-Q2
EICAS LDU L DC BUS 1 CBP1-H5
EICAS LDU R BATTERY BUS CBP2-Q8
EICAS PRIM DISPL BATTERY BUS CBP2-Q5
EICAS PRIM DISPL DC BUS 1 CBP1-H3
EICAS SEC DISPL BATTERY BUS CBP2-Q6
EICAS SEC DISPL DC BUS 1 CBP1-H4
IAPS L AFCS/MDC BATTERY BUS CBP2-P6
Figure 14.36 Circuit Breakers – EICAS

TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-2
Main Landing Gear and Doors . . . . . . . . . . . . . . . . . . . . 15-4
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-4
Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-4
Main Landing Gear Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-4
Nose Landing Gear and Doors. . . . . . . . . . . . . . . . . . . . 15-6
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-6
Nose Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-6
Nose Landing Gear Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-6
Landing Gear Extension and Retraction. . . . . . . . . . . . 15-8
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-8
Normal Extension and Retraction . . . . . . . . . . . . . . . . . . . . . . . 15-8
Alternate Extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-11
Landing Gear Wheels and Brakes . . . . . . . . . . . . . . . . 15-12
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-12
Main and Nose Gear Wheels and Tires. . . . . . . . . . . . . . . . . . 15-12
Main Gear Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-12
Anti-Skid System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-14
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-16
Brake Temperature Monitoring System . . . . . . . . . . . . . . . . . . 15-18
Brake Pressure Monitoring System . . . . . . . . . . . . . . . . . . . . . 15-19
Main Wheel Bins and Overheat Detection . . . . . . . . . 15-20
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-20
Wheel Bins. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-20
Main Landing Gear Overheat Detection . . . . . . . . . . . . . . . . . 15-20
MLG BAY OVHT Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-20
Copyright © Bombardier Inc. Landing Gear

TABLE OF CONTENTS
Nosewheel Steering System . . . . . . . . . . . . . . . . . . . . 15-22
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-22
Landing Configuration Warning System . . . . . . . . . . 15-24
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-24
Proximity Sensing System. . . . . . . . . . . . . . . . . . . . . . 15-26
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-26
Landing Gear Proximity Sensor System . . . . . . . . . . . . . . . . . 15-26
Tail Bumper Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 15-30
Description and Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-30
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-32
Primary and Status Pages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-34
EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-36
Landing Gear Copyright © Bombardier Inc.

LIST OF FIGURES
Figure 15.1 Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-3
Figure 15.2 Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-5
Figure 15.3 Nose Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-7
Figure 15.4 LDG GEAR Control Panel . . . . . . . . . . . . . . . . . . . . . . . 15-9
Figure 15.5 ANTI-SKID ARMED/OFF Switch . . . . . . . . . . . . . . . . . 15-15
Figure 15.6 Parking Brake Handle. . . . . . . . . . . . . . . . . . . . . . . . . . 15-16
Figure 15.7 Brake Temperature Indications . . . . . . . . . . . . . . . . . . 15-18
Figure 15.8 HYDRAULIC Page – INBD/OUTBD Brakes . . . . . . . . . 15-19
Figure 15.9 MLG Overheat Test Switches. . . . . . . . . . . . . . . . . . . . 15-21
Figure 15.10 Nosewheel Steering System . . . . . . . . . . . . . . . . . . . . 15-23
Figure 15.11 Proximity Sensing System . . . . . . . . . . . . . . . . . . . . . . 15-28
Figure 15.12 Proximity Sensors and Switches . . . . . . . . . . . . . . . . . 15-29
Figure 15.13 Tail Bumper Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 15-30
Figure 15.14 LDG GEAR Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-32
Figure 15.15 LDG GEAR Panel – ANTI-SKID/BTMS/OVHT
Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-33
Figure 15.16 Nosewheel Steering Switch and Tiller . . . . . . . . . . . . . 15-33
Figure 15.17 After Takeoff – Flaps 8 . . . . . . . . . . . . . . . . . . . . . . . . . 15-34
Figure 15.18 30 Seconds After Flaps Retraction . . . . . . . . . . . . . . . . 15-34
Figure 15.19 Flaps Retracted But Red BTMS . . . . . . . . . . . . . . . . . . 15-35
Figure 15.20 On Approach – SLATS/FLAPS Lever
at Position 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-35

LIST OF FIGURES
Figure 15.23 Advisory Message. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-37
Figure 15.25 Circuit Breakers – Landing Gear. . . . . . . . . . . . . . . . . . 15-38

LANDING GEAR

Introduction
The aircraft landing gear is a retractable tricycle type consisting of two
wing root mounted main landing gear (MLG) assemblies and a forward
fuselage mounted steerable nose landing gear (NLG) assembly. Each
gear assembly has two wheels. The MLG retracts inboard and the NLG
retracts forward. Each landing gear has a shock strut to absorb and
dissipate the shock loads encountered when the aircraft lands. The aircraft
are fitted with carbon type multi-disk brakes.
Landing gear extension and retraction is electrically activated by the
landing gear (LDG GEAR) selector lever and controlled by the proximity
sensing electronic unit (PSEU). Sensors are mounted on the landing gear
and landing gear doors to supply position and control information to the
PSEU. The PSEU provides landing gear position indication to the DCUs
for display on the EICAS primary page. In normal operation, the landing
gear is hydraulically actuated by hydraulic system no. 3, but an alternate
independent means of extending the landing gear is available should the
normal extension system fail.
A tail bumper protects the aircraft tail structure from tail strikes caused by
overrotation of the aircraft on takeoff. The tail bumper consists of a shock
absorber, a skid assembly and a strike indicator.

Bumper
Tail
Gear
Landing
Main
Door
Gear
Main
Gear
Bays
Gear
Main
Door
Door
Aft
Landing
Nose
Gear
PRM7_15_001
Forward
Doors
Figure 15.1 Landing Gear

Main Landing Gear and Doors
Description
There are two main landing gear (MLG) assemblies. Each assembly is
mounted on the underside of the wing center section. The purpose of the
MLG is to provide stability and support when the aircraft is on the ground
and to protect the aircraft from structural damage by absorbing and
dissipating the shock loads that are generated when the aircraft lands.
Main Landing Gear
The MLG is a double-wheel retracting type that retracts inboard into the
main wheel bays. Each MLG includes:
• Nitrogen-charged/oil-filled shock strut
• A folding side stay assembly
• Shimmy dampers
• Dual wheels and brake assemblies
• Hydraulic actuators
When retracted, the MLG is held in the up and locked position by a
mechanical lock. The hydraulic actuators are used to unlock, extend and
retract the MLG. The side stay assembly has an overcenter lock link
mechanism which locks the MLG in the extended position.
In the event of an emergency, the landing gear can be extended manually
by operating the ALTN GEAR DOWN switch/light on the LDG GEAR
control panel in the flight deck. The main and nose gear will then free-fall
to the down position.
Main Landing Gear Doors
The MLG doors are hinged to the wing structure and mechanically
attached to the MLG by an adjustable link. The doors remain open when
the gear is extended and remain closed while the landing gear is retracted.
When the MLG is retracted, the doors make a smooth aerodynamic
surface with the aircraft.

Figure 15.2 Main Landing Gear

Nose Landing Gear and Doors
Description
The nose landing gear (NLG) supports the forward fuselage and also
protects the forward fuselage from structural damage by absorbing and
dissipating the shock loads generated during landing.
Nose Landing Gear
The NLG is a double-wheel retracting type that retracts inboard into the
nosewheel bay. Each NLG includes:
• Nitrogen-charged/oil-filled shock strut
• A drag brace assembly
• Springs
• A lock actuator
• A retract actuator
• Dual wheel assemblies
• Nosewheel steering components
The NLG locks in both the extended and retracted positions with a spring-
loaded, overcenter type locking mechanism. A lock actuator moves the
locking mechanism out of the overcenter condition at the beginning of
each extend or retract cycle.
In the event of an emergency, the NLG can be extended by operating the
ALTN GEAR DOWN switch/light on the LDG GEAR control panel in the
flight deck. The gear then free-falls and is assisted to the down position by
ram air.
Nose Landing Gear Doors
The NLG doors consist of two forward doors and an aft door. The doors
open and close with nose gear motion through mechanical means. The
doors are hinged to the fuselage and mechanically linked to the nose gear
by control rod assemblies which force the doors to open or close as the
NLG is extended or retracted.

Nosewheel Spin
Down Assembly
PRM7_15_004
Figure 15.3 Nose Landing Gear

Landing Gear Extension and Retraction
Description
Landing gear extension and retraction has two modes of operation:
• Normal extension and retraction
• Alternate extension
Normal Extension and Retraction
Normal extension or retraction of the landing gear is initiated by

LDG GEAR lever selection. The retraction or extension signal is sent to
the PSEU which monitors various landing gear proximity sensing inputs
and weight-on-wheels inputs. If the correct parameters are met, the PSEU
energizes a selector valve to retract or extend the landing gear using
hydraulic system no. 3 pressure.
The LDG GEAR lever is equipped with a solenoid lock which prevents an
UP selection of the LDG GEAR lever with the aircraft on the ground. In the
event of a solenoid lock malfunction, a downlock release (DN LCK REL)
switch permits UP selection of the LDG GEAR lever by overriding the
solenoid lock.
Retraction and extension of each landing gear is driven by a retract/extend
actuator.
Tension springs assisted by a downlock actuator ensure that the main
gear locks in the down position. The lock is released at the start of the
retraction cycle. An uplock assembly locks the main gear in the retracted
position. An uplock release actuator releases the uplock assembly at the
start of the extension cycle.
The NLG locks in both the extended or retracted positions with a
spring-loaded, overcenter type locking mechanism. A lock actuator moves
the locking mechanism out of the overcenter condition at the beginning of
each cycle.

HORN Switchlight Landing Gear Lever Down Lock

Mutes landing gear warning horn. Prevents inadvertant landing gear up selection
MUTED – Indicates that landing when on ground. When airborne, a
gear warning horn has been muted. weight-off-wheels signal from the PSEU
disengages the lock to permit a gear up selection.
HORN
BTMS OVHT
WARN RESET
LDG GEAR
MUTED
M UT
UTED
EDD
UP
ARMED
DOWN
OFF
DN LCK
REL
MLG BAY OVHT TEST
OVHT WARN FAIL
ALTN GEAR Switchlight Downlock Release Switch Landing Gear Lever PRM1_15_015
(CRJ1000 Only) (Spring-loaded to off position) Used to retract and extend
Used to manually lower Move down and hold in the down landing gear.
the landing gear. position to manually override the
landing gear control lever solenoid
lock.
Figure 15.4 LDG GEAR Control Panel

(1) Retraction – Operation
Once the aircraft is airborne with no weight-on-wheels signal, the PSEU
commands and monitors the following events:
1. The LDG GEAR lever solenoid downlock is released to permit UP
selection of the LDG GEAR lever.
2. The landing gear selector valve energizes the nose and main landing
gear retract/extend actuators, releases the downlocks and retracts
the landing gear. Hydraulic pressure from the landing gear up line is
routed to activate the brake control valves to stop main wheel
rotation. The tire spin-down assembly in the nose landing gear bay
stops the nosewheel rotation.
3. The uplocks are engaged to secure the landing gear in the retracted
position.
NOTE
To prevent the landing gear from retracting when the
aircraft is on the ground, ground lock pins are inserted
by the ground crew.
(2) Extension – Operation

The PSEU commands and monitors the following events:
1. The LDG GEAR lever is manually selected to the DN position.
2. The landing gear selector valve energizes the nose and main landing
gear retract/extend actuators, releases the uplocks and extends the
landing gear.
3. Downlocks are engaged to secure the landing gear in the extended
position.

Alternate Extension
The alternate extension system (AES) system for the CRJ1000 is an
electromechanical system.
Should a failure occur in the landing gear control system or in hydraulic
system no. 3, the landing gear can still be extended by pressing the
guarded ALTN GEAR DOWN switch/light.
When the ALTN GEAR DOWN switch/light is pressed, the MLG uplocks
are mechanically released and the NLG jury strut is moved from its
overcenter locked position. At the same time a bypass valve dumps
hydraulic system no. 3 pressure from the normal extension and retraction
hydraulic circuits. This will permit the landing gear to fully extend under its
own weight.
The landing gear is assisted to the down-and-locked position by airflow
and by tension springs.
To reset the ALTN GEAR DOWN system, the operator must press the
switch/light a second time. This will reset the system and permit addition
DOWN selections if first attempt had failed.

Landing Gear Wheels and Brakes
Description
The landing gear wheels and brakes include the following:
• Main and nose gear wheels and tires
• Main gear brake system
• Anti-skid system
• Parking brake
• Brake temperature monitoring
• Brake pressure monitoring
Main and Nose Gear Wheels and Tires
There are two wheel/tire assemblies installed on each MLG axle and on
the nose gear axle. Each assembly has an inflation valve and a pressure
relief plug (overpressure valve). The main wheel assemblies have four
heat sensitive fusible plugs that release excessive air pressure caused by
heat build-up. The fusible plugs protect the main wheel against tire burst
that could occur under heavy braking conditions.
Optional wheel mounted tire pressure gauges can be installed on all six
wheels to directly display the tire pressure.
Main Gear Brake System
Each wheel of the MLG is equipped with self-adjusting multi-disc carbon

brakes. The brakes of the inboard wheels are powered by hydraulic
system no. 3 and the brakes of the outboard wheels are powered by
hydraulic system no. 2.
Brake application is initiated by pressing the rudder pedals which are
mechanically linked to the associated brake control valves. The brake
control valves meter hydraulic pressure, proportional to the pedal
pressure, to the four main wheel brake units, through four independent
anti-skid control valves and four hydraulic fuses.

If a leak occurs in a brake line, the associated hydraulic fuse will close off
the hydraulic line, preventing loss of the entire system fluid.
With the loss of one hydraulic system, the aircraft has 50% symmetric
braking capability with full anti-skid control to the working brakes. In the
event of a failure of both hydraulic systems no. 2 and no. 3, accumulators
in each hydraulic system will provide reserve pressure for braking. During
landing roll or rejected takeoff, reverse thrust and the ground spoilers will
decelerate the aircraft, if the brakes are degraded or fail completely.
Available inboard and outboard brake pressure is continuously monitored
and displayed on the HYDRAULIC synoptic page, and any abnormal
brake pressure detected is displayed as an EICAS message.
During landing gear retraction, hydraulic pressure is applied to the main
wheel brake control valves to stop main wheel spin. A rubber spin-down
pad assembly in the nose landing gear wheel well provides resistance to
stop the nosewheel from spinning after gear retraction.
Two brake wear indicator pins, installed on each brake assembly, are used
to provide a visual indication of brake wear.
NOTE
The brake wear indicator pins must be checked with
the brakes applied and hydraulic systems no. 2 and
no. 3 pressurized.

Anti-Skid System
The anti-skid system controls hydraulic pressure to the four main wheel
brakes to provide anti-skid protection. The anti-skid system consists of a
dual channel (inboard wheel control and outboard wheel control) anti-skid
control unit (ASCU), four wheel speed transducers and two dual anti-skid
control valves. The anti-skid system performs the following functions:
• Individual wheel anti-skid control: Prevents skids from developing.
• Touchdown protection: Prevents landing with locked wheels in the
event that the pilot(s) are depressing the brake pedals during
touchdown.
• Locked wheel protection: Allows a wheel to recover from a deep skid.
Selecting the ANTI-SKID switch, on the LDG GEAR control panel, to the
ARMED position enables the ASCU (provided the parking brake is not
engaged and both MLG are down and locked). In the event of a failure that
causes loss of braking, manual braking is restored by selecting the
anti-skid system OFF.
By monitoring each wheel speed individually, the ASCU can detect tire
skidding. The ASCU independently reduces the braking pressure at the
skidding wheel by modulating the pressure outputs of the appropriate
anti-skid control valve. This modulation is controlled by the individual
wheel speed and deceleration monitored through the wheel speed
transducers.
In the air, with no weight-on-wheels signal, the anti-skid control valves
dump pressure to prevent wheel lock-up on touchdown. The system
becomes operational once a 35 kt wheel spin-up signal is present or a
weight-on-wheels signal is present after a 5 second delay.
The ASCU continuously monitors the anti-skid system and any detected
faults are displayed as an EICAS message.
Anti-Skid Inoperative – Landing Distance

Using the wheel brakes while employing anti-skid protection is a highly
effective method of stopping the aircraft during a rejected takeoff or on
landing. Aircraft braking performance is severely affected when operating
the aircraft with limited or no anti-skid protection. Consult the QRH for the
landing distance penalties incurred when operating with degraded
anti-skid protection.
BTMS OVHT WARN RESET ALTN GEAR Switchlight

Used to reset BTMS. The BTMS can only be (CRJ1000 Only)
reset if the brake overheat condition or the Used to manually lower
brake temperature difference has discontinued. the landing gear.
HORN
BTMS OVHT
WARN RESET
LDG GEAR
MUTED
M UTED
UT EDD
UP
ARMED
DOWN
OFF
DN LCK
REL
MLG BAY OVHT TEST
OVHT WARN FAIL
PRM1_15_007
ANTI-SKID MLG BAY OVHT OVHT TEST WARN FAIL

Used to arm anti-skid Tests the MLG bay Tests MLG bay overheat
system. System is activated overheat detection failure detection system.
with wheel spin-up (35 kt). system.
Figure 15.5 ANTI-SKID ARMED/OFF Switch

Parking Brake
Inboard brake control valves and the parking shutoff valve are used to
provide braking when the aircraft is parked. Pulling the parking brake
handle while fully depressing both rudder pedals and turning the handle
90° in either direction, locks both brake control valves in the applied
position.
When the hydraulic systems are shut down, hydraulic pressure slowly
leaks away via the anti-skid return lines. The parking brake shutoff valve
closes when the parking brake is applied, ensuring that hydraulic
system no. 3 accumulator pressure is maintained on the inboard brakes
for a prolonged period of time.
Parking brake configuration and operational conditions are continuously
monitored and any detected fault is displayed as an EICAS text and/or
aural message.
PARKING BRAKE
PRM_15_010
Figure 15.6 Parking Brake Handle


Brake Temperature Monitoring System
The brake temperature monitoring system (BTMS) continuously monitors
the temperature of each MLG wheel brake unit. The system consists of
four temperature sensors, one on each brake unit, the anti-skid control unit
(ASCU), and a BTMS OVHT WARN RESET switch.
The ASCU receives temperature signals from the sensors and transmits
the temperature data to the data concentrator units (DCUs) for display on
EICAS. The four color-coded brake temperature numerical readouts will
be displayed on the EICAS status page whenever the landing gear is
down, or when any brake overheat condition exists.
An aural warning sounds and a BRAKE OVHT warning message is
displayed on the EICAS primary page if any of the brake units overheat. If
a brake temperature sensor fails, the respective readout will turn to amber
dashes. A BTMS OVHT WARN RESET switch, on the LDG GEAR control
panel, is used to reset the system when the brake overheat condition no
longer exists.
Brake Overheat
Warning Message
88.2 88.2 BRAKE OVHT R REV ARMED FLT NO. CRJ001

L REV ARMED
23.6 23.6 SEAT BELTS AIL TRIM STAB
NO SMOKING NU
APU LCV OPEN
N1 ISOL OPEN
TO
R ENG BLEED CLSD
L ENG BLEED CLSD 6.1
490 490
LWD RWD ND
ITT RUDDER
NL NR
61.6 61.6
N2 GEAR OXY 1800

450 FF (PPH) 450 DN DN DN APU C TEMP 20 C
97 OIL TEMP 96 100 349 C ALT 100

SLATS/FLAPS 45
56 OIL PRESS 56 RATE 0
P 0.0
0.6 0.6 LDG ELEV 560
PRM7_15_012
F
A FUEL QTY (LBS)
N RPM EGT BRAKE TEMP
3000 0 3000
Brake Overheat
Figure 15.7 Brake Temperature Indications

Brake Pressure Monitoring System
The brake pressure monitoring system monitors the brake pressure in the
inboard and outboard main wheel brake systems. Pressure for the inboard
brake system is supplied by hydraulic system no. 3, and pressure for the
outboard brake system is supplied by hydraulic system no. 2. The brake
pressure readouts are displayed on the HYDRAULIC synoptic page. The
system also provides IB or OB BRAKE PRESS caution messages on the
EICAS primary page if the hydraulic pressure of the related brake system
decreases below a predetermined value.
HYDRAULIC
ANTI-ICE
55°c 75°c 55°c
80 % 85 % 80%
1B 3A 3B 2B
INBD OUTBD
BRAKES BRAKES
1A
1A 2A
3000 3000
PSI PSI
3000 3000 3000

PSI PSI PSI

L AIL L AIL R AIL R
OB GND SPLRS N / W STEER REVERSER R
PRM1_15_027
L REVERSER
Inboard Brake Pressure Outboard Brake Pressure
Figure 15.8 HYDRAULIC Page – INBD/OUTBD Brakes

Main Wheel Bins and Overheat Detection
Description
Each MLG assembly retracts inward into wheel bins that are recessed into
the MLG bay. The wheel bins isolate the wheels from the MLG bays and
prevent tire-thrown debris from damaging the equipment located within the
MLG bay. Each wheel bin contains a single-loop overheat detection wire to
provide an EICAS warning should a wheel overheat.
Wheel Bins
The wheel bins encase the MLG wheel when the gear is fully retracted. A
brush seal on the circumference of the bin brushes against the tire to form
an aerodynamic seal. The bins can be removed to allow maintenance
personnel access to the MLG bay.
Main Landing Gear Overheat Detection
The MLG overheat detection system consists of a single heat-sensing loop

installed in each MLG wheel bin and a dual-channel overheat detection
unit.
The detection unit and the heat-sensing loop continuously monitor the
wheel bins for an overheat condition. Overheat warnings and system fault
detection are displayed on the EICAS.
MLG BAY OVHT Test
The MLG bay overheat detection system can be tested using the MLG
BAY OVHT TEST switches on the LDG GEAR control panel. The WARN
FAIL switch is used to do a continuity check of the loops. When the test is
successful, the system generates a MLG BAY OVHT warning message
and a “GEAR BAY OVERHEAT” aural warning.
The OVHT test switch simulates a failure of the loop, and a successful test
generates a MLG OVHT FAIL caution message on EICAS.


HORN
BTMS OVHT
WARN RESET
LDG GEAR
MUTED
M UTED
UT EDD
UP
ARMED
DOWN
OFF
DN LCK
REL
MLG BAY OVHT TEST
OVHT WARN FAIL
PRM1_15_007

Figure 15.9 MLG Overheat Test Switches

Nosewheel Steering System
Description
The nosewheel steering system provides directional control of the aircraft
on the ground for taxi, takeoff and landing operations.
The nosewheel steering system is controlled by a steering electronic
control unit (ECU) and powered by hydraulic system no. 3. The nosewheel
steering (N/W STRG) arming switch is located on the pilot left side panel.
Selecting the switch to the ARMED position arms the ECU.

The ECU controls the nosewheel position based on inputs from either the
steering tiller on the pilot side console, or the rudder pedals. The steering
tiller turns the nosewheel up to 80° either side of center, and is intended
for low speed taxiing. Steering with the rudder pedals is limited to 8° either
side of center and is intended for high speed taxi and takeoff and landing
rolls.
After takeoff, the steering ECU generates a straight ahead command,
which centers the nosewheel prior to landing gear retraction. A centering
cam on the nosewheel strut maintains the nosewheel center position when
hydraulic power is shut down.
Powered steering using the steering tiller is available when the N/W STRG
switch on the pilot side panel is ARMED and a nose weight-on-wheels
signal is present.
If a failure is detected by the steering ECU or hydraulic system no. 3 is
lost, the system reverts to shimmy-damping mode which allows free
castering of the nosewheel. The pilot then maintains ground directional
control through differential braking and differential thrust.
The steering ECU continuously monitors the nosewheel steering system,
and any detected faults are annunciated on the EICAS in a caution or
status message. Fault detection will result in steering system shutdown
which will revert the system to shimmy-damping mode.

NOTE
Prior to landing, if the nosewheel steering tiller is

moved more than 2°, the STEERING INOP caution
message may come on.
N/W STRG
ARMED
OFF
LIGHTING
DSPL INTEG FLOOD FLOOR
ON
OFF
OFF BRT
BR OFF BRT
BR OFF BRT
BR
STALL
OFF PARK
INT PTCT
PUSHER
SLOW
FAST ON
OFF
Figure 15.10 Nosewheel Steering System

Landing Configuration Warning System
Description
The warning system advises the pilot when the landing gear is incorrectly
configured (not down and locked) during approach and landing. The
warning system monitors: airspeed, position of the thrust levers, flaps and
landing gear positions, vertical speed (VS) and radio altitude (RA) inputs.
When an incorrect gear configuration (not down and locked) is presented,
the landing gear horn sounds and the EICAS landing gear indications flash
amber. Under some conditions, the gear warning indications can be
inhibited. Pressing the guarded HORN MUTED switch/light on the LDG
GEAR control panel resets the amber landing gear indications, mutes the
warning horn, illuminates the HORN MUTED switch/light and posts a
HORN MUTED status message.

The landing gear warning horn will sound 2 minutes after ground to air
transition with any landing gear not down and locked, if one of the
following conditions exist:
1. Radio altitude is less than 500 ft AGL with both thrust levers at less
than maximum landing setting or with flaps greater than 30.
OR
2. Both thrust levers are at less than maximum landing setting or any
one thrust lever is at IDLE with the landing gear warning horn
MUTED.
AND
• Airspeed is less than 170 KIAS with flaps greater than 30 or
airspeed is less than 190 KIAS with flaps/slats at 0
AND
• Radio altitude or thrust lever is not valid
OR
3. RA is less than 1000 ft AGL with vertical speed less than -400 ft/min.
AND
• No windshear warning or a windshear warning with a windshear
monitor failure
OR
• Radio altitude is less than 1000 ft AGL with vertical speed or
EGPWS not valid
NOTE
The landing gear warning horn may be MUTED with
one thrust lever at IDLE and the landing gear not in the
down and locked position.
The “TOO LOW GEAR” aural warning sounds if any landing gear is not
down and locked with the radio altitude less than 500 ft AGL and the
indicated airspeed at less than 190 KIAS.

Proximity Sensing System
Description
The proximity sensor system (PSS) includes the proximity sensor
electronics unit (PSEU) and associated proximity sensors and proximity
switches installed throughout the aircraft. The PSS provides five basic
functions:
(1) Normal landing gear positioning control:
• The PSS provides the control signals for the landing gear extension
and retraction
(2) Landing gear position indication:
• The PSS monitors the landing gear position and provides the gear
position status to the EICAS
(3) Weight-on-wheels indication:
• The PSS monitors landing gear strut compression and provides air or
ground status information to various aircraft systems
(4) Fuselage door indication:
• The PSS monitors the fuselage door positions, door latches and lock
status and provides indication of the status of the doors to the EICAS
(5) Thrust reverser indication:
• The PSS monitors and reports the stowed/unstowed position of the
left and right thrust reversers and supplies the position status to the
EICAS
Landing Gear Proximity Sensor System
The PSEU monitors the status of the proximity sensors to determine the
position and operation of the MLG, NLG and the nose landing gear doors.
The PSEU processes the sensor inputs, generates outputs that are used
to control landing gear position, report status and provides control data for
other aircraft systems.

Continuous and periodic tests are performed by the PSEU to monitor the
aircraft systems health and status. Landing gear position and status are
displayed on the EICAS primary page. The landing gear position indication
is removed 30 seconds after the landing gear is in the up and locked
position with the flaps at 0°.
The landing gear warning horn will sound if the aircraft is not properly
configured and if any of the landing gear is not down and locked. A horn
MUTE switch on the landing gear control panel is used to cancel the
warning horn under certain aircraft configurations.

LG Control Handle
Landing Gear
15-28
Landing Gear
Landing Gear Control Landing Gear
Selector Valve

Gear Positions
Gear Position and Nose/Main Gear Position

Lock Indication
Weight On Wheels Aircraft

Logic Processing Systems
Left and Right
Overwing
Aircraft Doors Baggage
Position and Door Position Passenger
Door Bay
Locked Indications Doors
Avionics Service
Emergency Bay Door Door
Figure 15.11 Proximity Sensing System

Exits
Thrust Reversers Stowed/Unstowed Thrust Reversers

Position/Indication Status
EICAS PSEU
PRM7_15_002

Proximity Switch
(Typical)
CRJ900
CRJ900
Proximity Sensor
Electronic Unit
Proximity Sensor
(Typical)
PRM79_15_024
Figure 15.12 Proximity Sensors and Switches

Tail Bumper Assembly
Description and Operation
Located on the bottom of the aft fuselage just forward of the tail cone, the
tail bumper prevents the tail of the aircraft from making ground contact in
the case of a high rotation pitch angle during takeoff.
The tail bumper assembly consists of a:
• Skid plate
• Shock absorber
• Strike indicator
The strike indicator located on the forward end of the tail bumper
assembly gives a visual indication that a tail strike has occurred.
Shock Absorber
PRM7_15_022
Strike Indicator Skid Plate Assembly
Figure 15.13 Tail Bumper Assembly


Description
The landing gear system provides control of the landing gear, brakes,
anti-skid and overheat warning systems. Flight deck controls activate
normal gear extension and retraction, emergency extension, nosewheel
steering, warning horn mute, anti-skid and anti-skid test functions.
The EICAS primary and status pages present indications of landing gear
and BTMS operation.
HORN Switchlight Landing Gear Lever Down Lock

Mutes landing gear warning horn. Prevents inadvertant landing gear up selection
MUTED – Indicates that landing when on ground. When airborne, a
gear warning horn has been muted. weight-off-wheels signal from the PSEU
disengages the lock to permit a gear up selection.
HORN
BTMS OVHT
WARN RESET
LDG GEAR
MUTED
M UT
UTED
EDD
UP
ARMED
DOWN
OFF
DN LCK
REL
MLG BAY OVHT TEST
OVHT WARN FAIL
ALTN GEAR Switchlight Downlock Release Switch Landing Gear Lever

PRM1_15_015
(CRJ1000 Only) (Spring-loaded to off position) Used to retract and extend

Used to manually lower Move down and hold in the down landing gear.
the landing gear. position to manually override the
landing gear control lever solenoid
lock.
Figure 15.14 LDG GEAR Panel


HORN
BTMS OVHT
WARN RESET
LDG GEAR
MUTED
M UTED
UT EDD
UP
ARMED
DOWN
OFF
DN LCK
REL
MLG BAY OVHT TEST
OVHT WARN FAIL
PRM1_15_007
Figure 15.15 LDG GEAR Panel – ANTI-SKID/BTMS/OVHT Switches
N/W STRG Switch Nosewheel Steering Tiller

ARMED – Arms nosewheel steering.
Nosewheel steering is activated with WOW.
OFF – Sets nosewheel in the free-castering
mode.
N/W STRG
ARMED
PRM7_15_017
OFF
Figure 15.16 Nosewheel Steering Switch and Tiller

Primary and Status Pages
Brake temperatures and landing gear position are displayed on the EICAS
primary and status pages during appropriate phases of operation. On
departure, after a 30 second time delay, EICAS indications of landing gear,
flaps and BTMS are removed from the screens if:
• The flaps are up, and
• BTMS indications are normal
N2 GEAR OXY 1850

3500 FF (PPH) 3500 UP UP UP APU C TEMP 20 C
97 OIL TEMP 96 100 450 C ALT 800

SLATS/FLAPS 8
56 56 RATE 500
PRM7_15_020
OIL PRESS
P 1.6
0.6 F 0.6 LDG ELEV 560
A FUEL QTY (LBS)
6120 0 6230
Figure 15.17 After Takeoff – Flaps 8
OXY 1850
3500 FF (PPH) 3500 APU C TEMP 20 C
97 OIL TEMP 96 100 450 C ALT 800

56 OIL PRESS 56 RATE 500 PRM7_15_021
P 1.6
0.6 F 0.6 LDG ELEV 560
A FUEL QTY (LBS)
N RPM EGT
6120 0 6230
VIB TOTAL FUEL 12350 DOOR OPEN
Figure 15.18 30 Seconds After Flaps Retraction

Landing gear, slats/flaps and BTMS indications reappear with:
• Brake overheat condition (red BTMS indication)
• Selection of flaps and/or landing gear down
N2 GEAR OXY 1850

97 OIL TEMP 96 100 450 C ALT 800

SLATS/FLAPS 0
56 56 RATE 500
PRM7_15_013
OIL PRESS
P 1.6
0.6 F 0.6 LDG ELEV 560
A FUEL QTY (LBS)
6000 0 6000
Figure 15.19 Flaps Retracted But Red BTMS
N2 GEAR OXY 1850

97 OIL TEMP 96 100 450 C ALT 800

SLATS/FLAPS 8
56 56 RATE 500
PRM7_15_016
OIL PRESS
P 1.1
0.6 F 0.6 LDG ELEV 560
A FUEL QTY (LBS)
3000 0 3000
Figure 15.20 On Approach – SLATS/FLAPS Lever at Position 1

EICAS Messages
The landing gear system messages are shown on the EICAS primary and
status pages. System messages, inhibits and aural warnings are listed in
the following tables. A brief explanation of each message is provided.
AURAL
WARNING
BRAKE OVHT A brake overheat condition exists. “Brakes”
Parking brake is set with the aircraft “Config

PARKING BRAKE
configured for takeoff or in the air. Brakes”
Landing gear position does not agree “Gear

GEAR DISAGREE 1-2
with landing gear control handle position. Disagree”
Overheat condition exists in one or both “Gear Bay

MLG BAY OVHT
main landing gear bays. Overheat”
Nose landing gear doors are not close

NOSE DOOR OPEN 1-2-3 “Nose Door”
after gear is up and locked.
A/SKID INBD Fault found in the anti-skid INBD system.
A/SKID OUTBD Fault found in the anti-skid OUTBD system.
IB brake pressure is <800 psi and DC BUS 2

IB BRAKE PRESS
powered.
OB brake pressure is <800 psi and DC BUS 2

OB BRAKE PRESS
powered.
The parking brake SOV has failed open with

PARK BRAKE SOV 2 inboard brake pressure >800 psi and the parking
brake set.
STEERING INOP 2 Steering control unit has detected a fault.
MLG OVHT FAIL 1-2-3 Failure of the MLG overheat detection system.
PROX SYSTEM Loss of both PSEU channels.

Loss of one PSEU channel or input/output of a

PROX SYS CHAN 2
critical system.
WOW INPUT Two or more WOW sensors disagree or have failed.
WOW output failed or disagrees with another critical

WOW OUTPUT
output.
MESSAGE LOGIC
Parking brake set with one or both engines <takeoff power and
PARKING BRAKE ON
inboard brake pressure >800 psi.
MESSAGE LOGIC
Loss of redundancy in anti-skid – BTMS control unit with a

A/SKID FAULT
possible loss of touch-down protection.
Landing gear horn muted. Mute reset when:

• All gear down-locked
HORN MUTED
• Flaps 30
• Left and right thrust lever idle
MLG FAULT Main landing gear shuttle valve failed.
Left actuator shuttle valve or pressure switch failed in closed

L MLG FAULT position (MLG downlocked) or Left actuator pressure switch
failed in open position (MLG uplocked).
Right actuator shuttle valve or pressure switch failed in closed

R MLG FAULT position (MLG downlocked) or right actuator pressure switch
failed in open position (MLG uplocked).
Any one sensor or discrete input or output (noncritical) failed or

PROX SYS FAULT 1
unreasonable.
Any one sensor or discrete input or output (noncritical) failed or

PROX SYS FAULT 2
unreasonable.
Possible intermittent loss of steering due to nosewheel

STEERING DEGRADED
bounce.


CB LABEL
SOURCE LOCATION
ANTI-SKID DC BUS 1 CBP1-G4
ANTI-SKID DC BUS 2 CBP2-G4
BRAKE PRESS APPL DC BUS 1 CBP1-E13
BRAKE PRESS IND DC BUS 2 CBP2-G3
NOSE STEER DC BUS 1 CBP1-G2
NOSE STEER DC BUS 2 CBP2-G2
PSEU CH A DC BUS 1 CBP1-G1
PSEU CH A BATTERY BUS CBP2-P1
PSEU CH B DC BUS 2 CBP2-G1
PSEU CH B BATTERY BUS CBP2-P2
WOW RELAY BATTERY BUS CBP2-P3
GEAR AES CTL BATTERY BUS CBP1-M2
GEAR AES PWR BATTERY BUS CBP1-M3
Figure 15.25 Circuit Breakers – Landing Gear

TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-2
Lighting for Aircraft Visibility. . . . . . . . . . . . . . . . . . . . . 16-3
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-3
External Illumination . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-6
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-6
Flight Deck Lighting Panels . . . . . . . . . . . . . . . . . . . . . . 16-8
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-8
Miscellaneous Lights Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-8
Center Pedestal Lighting Panel . . . . . . . . . . . . . . . . . . . . . . . . . 16-9
Pilot and Copilot Lighting Panels . . . . . . . . . . . . . . . . . . . . . . . 16-10
Chart Holder and Map Reading Lights. . . . . . . . . . . . . . . . . . . 16-11
Lamp Test Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-12
Indicator Lights Bright/Dim Switch . . . . . . . . . . . . . . . . . . . . . . 16-12
Flashlights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-12
Passenger and Service Compartment. . . . . . . . . . . . . 16-14
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-14
Floodlights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-14
Reading Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-14
Passenger Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-16
Service Compartment Lighting. . . . . . . . . . . . . . . . . . . . . . . . . 16-18
Emergency Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-20
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-20
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-24
Lighting Control Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-24
EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-29
Copyright © Bombardier Inc. Aircraft Lighting

TABLE OF CONTENTS
Aircraft Lighting Copyright © Bombardier Inc.

LIST OF FIGURES
Figure 16.1 External Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-3
Figure 16.2 External Lights Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-4
Figure 16.3 Navigation and Strobe Lights (Right Wing Tip) . . . . . . . 16-5
Figure 16.4 LANDING LTS and RECOG/TAXI LTS Panel . . . . . . . . 16-7
Figure 16.5 External Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-7
Figure 16.6 Miscellaneous Lights Panel . . . . . . . . . . . . . . . . . . . . . . 16-8
Figure 16.7 Center Pedestal Lighting Panel . . . . . . . . . . . . . . . . . . . 16-9
Figure 16.8 Pilot and Copilot Lighting Panels . . . . . . . . . . . . . . . . . 16-10
Figure 16.9 Chart Holder and Map Reading Lights . . . . . . . . . . . . . 16-11
Figure 16.10 Indicator Lights BRT/DIM Switch . . . . . . . . . . . . . . . . . 16-12
Figure 16.11 Attendant Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-15
Figure 16.12 Passenger Service Unit . . . . . . . . . . . . . . . . . . . . . . . . 16-15
Figure 16.13 No Smoking/Fasten Seat Belt Sign . . . . . . . . . . . . . . . 16-16
Figure 16.14 PASS SIGNS/EMER LTS Panel. . . . . . . . . . . . . . . . . . 16-17
Figure 16.15 Service Compartment Lighting . . . . . . . . . . . . . . . . . . . 16-18
Figure 16.16 Emergency Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-23
Figure 16.17 EXTERNAL LTS Panel . . . . . . . . . . . . . . . . . . . . . . . . . 16-24
Figure 16.18 LANDING LTS and RECOG/TAXI LTS Panel . . . . . . . 16-25
Figure 16.19 MISC LTS Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-25
Figure 16.20 Pilot and Copilot Lighting Panel . . . . . . . . . . . . . . . . . . 16-26
Figure 16.21 Pedestal Lighting Panel . . . . . . . . . . . . . . . . . . . . . . . . 16-26
Figure 16.22 Indicator Lights BRT/DIM Switch . . . . . . . . . . . . . . . . . 16-27
Figure 16.23 PASS SIGNS/EMER LTS Panel. . . . . . . . . . . . . . . . . . 16-28

LIST OF FIGURES
Figure 16.24 Caution Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-29
Figure 16.26 Circuit Breakers – Aircraft Lighting . . . . . . . . . . . . . . . . 16-30

AIRCRAFT LIGHTING

Introduction
The aircraft lighting system provides interior and exterior illumination of the
aircraft. In addition, lights provide information and guidance to passengers
in normal and emergency situations.
The lighting system includes:
• External lighting
• Flight deck lighting
• Passenger compartment lighting
• Service compartment lighting
• Emergency lighting
The flight deck and external lighting is selected at lighting control panels
located on the flight deck.
Emergency lights are controlled from the flight deck and may also be
controlled from the forward flight attendant’s panel. When armed, they
illuminate automatically when normal electrical power is lost.
EICAS messages display the status of the emergency lights and
passenger signs.

Lighting for Aircraft Visibility
Description
The following external lights enhance aircraft visibility to crew in other
aircraft and ATC controllers:
• Navigation lights
• Anti-collision strobe lights
• Rotating beacons (optional)
• Logo lights (optional)
• Wing inspection lights
Right NAV Light (Green) Anti-collision Strobe

Taxi/Recognition Light
(White)
Wing Inspection
Wing Landing Light Light
Nose Landing Light Beacon
Wing Landing Light

Wing
Taxi/Recognition Light Aft NAV Light
Inspection Light
(White)
Anti-collision Strobe (White)
Left NAV Light (Red)
Aft NAV Light (White)
Nose Landing Light
Beacon
PRM7_16_004
Wing Landing Light

Taxi/Recognition Light Light Beacon Anti-collision Strobe (White)
Figure 16.1 External Lighting

External lights are controlled through switches on the overhead panel.
The NAV switch controls the navigation lights that are located in each wing
tip and the tail cone. In each wing tip there are two bulbs (primary and
secondary). Normally the primary bulb is illuminated. Should the primary
bulb fail, power is applied to the lower wattage and smaller secondary or
backup bulb. There are two white rear navigation lights, one in the vertical
stabilizer fairing and the other in the tail cone.
The BEACON switch controls the red optional upper and lower beacon
lights.
The STROBE switch controls anti-collision strobe lights in the wing tips
(under the same lens as the navigation lights) and in the tail area of the
aircraft. The flight data recorder (FDR) operates when either the STROBE
or BEACON switch is selected ON.
The LOGO switch controls the lights that illuminate the company logo on
the vertical fin of the aircraft.
WING INSP switch controls the inspection lights that illuminate the wing
area.
BEACON LOGO
Controls red beacon Controls logo lights.
lights/FDR operation.
EXTERNAL LTS
WING
NAV BEACON STROBE LOGO INSP
OFF OFF OFF OFF
ON ON ON ON
PRM7_16_001
NAV STROBE WING INSP

Controls the wing and Controls anti-collision Controls the wing
tail navigation lights. strobe lights/FDR operation. inspection lights.
Figure 16.2 External Lights Panel

Anti-Collision Strobe Light Right Wing Navigation Lights
PRM7_16_002
Figure 16.3 Navigation and Strobe Lights (Right Wing Tip)

External Illumination
Description
To illuminate the exterior of the aircraft and the surrounding area, there are
recognition/taxi lights, a nose landing light, wing landing lights and wing
inspection lights. All the lights are controlled from the LANDING LTS
control panel, except the wing inspection lights, which are on the
EXTERNAL LTS panel.

Each wing root contains a dual purpose recognition/taxi light. It illuminates
the ground close to the aircraft and makes the aircraft more visible in the
air. The RECOG/TAXI LTS switch controls the recognition/taxi lights.
Each wing root also contains a landing light to illuminate the runway
environment. The LEFT LANDING LTS switch turns on the left landing
light and the left recognition/taxi light. Similarly, the RIGHT LANDING LTS
switch turns on the right landing light and the right recognition/taxi light.
There is a landing light on the nose gear that is controlled by the NOSE
LANDING LTS switch.
Wing inspection lights, controlled by the WING switch on the EXTERNAL
LTS panel, are used to check the wing leading edges for possible ice
accumulation.

LANDING LTS (NOSE) RECOG/TAXI LTS

Controls the nose landing light. Controls the recognition/taxi lights
without the use of landing lights.
LANDING LTS RECOG/

LEFT NOSE RIGHT TAXI
LTS
OFF OFF OFF OFF
PRM7_16_003
ON ON ON ON
LANDING LTS (LEFT) LANDING LTS (RIGHT)

Controls the left landing light Controls the right landing light
and left recognition/taxi light. and right recognition/taxi light.
Figure 16.4 LANDING LTS and RECOG/TAXI LTS Panel
Right NAV Light (Green) Anti-collision Strobe

Taxi/Recognition Light
(White)
Wing Inspection
Wing Landing Light Light
Nose Landing Light Beacon
Wing Landing Light

Wing
Taxi/Recognition Light Aft NAV Light
Inspection Light
(White)
Anti-collision Strobe (White)
Aft NAV Light (White)
Nose Landing Light
Beacon
PRM7_16_004
Wing Landing Light

Taxi/Recognition Light Light Beacon Anti-collision Strobe (White)
Figure 16.5 External Lighting

Flight Deck Lighting Panels
Description
Flight deck lighting provides illumination of the instrument panels and flight
deck area. There are four flight deck lighting panels:
• Miscellaneous lights (MISC LTS) panel
• Center pedestal lighting panel
• Pilot and copilot lighting panels (identical panels)
Miscellaneous Lights Panel
The DOME LIGHT switch on the MISC LTS panel controls the overhead
floodlight at the entrance to the flight deck. On the same panel, the STBY
COMP light switch controls the compass light, and an OVHD dimmer knob
controls the integral lighting for various overhead control panels.
DOME LIGHT OVHD

Controls the dome lights. Controls the intensity of the
overhead panel integral lighting.
MISC LTS
OVHD
DOME STBY
LIGHT COMP
DIM
OFF OFF
PRM7_16_005
ON ON
DIM BRT
STBY COMP
Controls the standby compass lighting.
Figure 16.6 Miscellaneous Lights Panel

Center Pedestal Lighting Panel
The center pedestal LIGHTING panel consists of four dimmer knobs.

The DSPL knob controls the CRT intensity of ED 1 and ED 2 as well as
the FMS and the radio tuning unit (RTU) displays. The brightness of the
individual displays can also be adjusted through the use of a recessed
knob on the top of each screen.
The INTEG knob controls the panel and instrument integral lighting.
Integral lights are contained within each control panel faceplate.
The FLOOD knob controls the center instrument panel floodlights.
Floodlights are incandescent lights located above the instrument panels.
The CB PNL knob controls the circuit breaker panel’s integral lighting.
INTEG CB PNL
Controls the intensity of panel Controls the intensity of circuit
and instrument integral lighting. breaker panels’ integral lighting.
LIGHTING
DSPL INTEG FLOOD CB PNL
PRM7_16_006
OFF BR
BRT OFF BR
BRT OFF BR
BRT OFF BRT
BR
DSPL FLOOD
Controls the intensity Controls the intensity
of electronic displays. of panel flood lights.
Figure 16.7 Center Pedestal Lighting Panel

Pilot and Copilot Lighting Panels
The pilot and copilot LIGHTING controls on each side panel are identical.
Their functions are similar to the switches on the center pedestal lighting
panel, except that the knobs and switches apply to the respective side
lighting.
The DSPL switch controls the PFD and MFD light intensity. There is also a
FLOOR light switch to illuminate the area at each pilot’s feet.
DSPL FLOOD
Controls the intensity Controls respective pilot’s and
of electronic displays. copilot’s panel flood lights.
LIGHTING
ON
OFF
OFF BRT
BR OFF BR
BRT OFF BRT
BR
PRM7_16_007
INTEG FLOOR
Controls the panel and Controls operations
instrument integral lighting. of the floor lights.
Figure 16.8 Pilot and Copilot Lighting Panels

Chart Holder and Map Reading Lights
Chart holder lights and map reading lights are located at the pilot and
copilot stations. The map lights are mounted on the window post and are
activated when the unit is extended from the unit holder. The light can be
adjusted to provide spot or flood illumination. Light intensity is adjusted by
a dimmer knob that is integral to each unit. A map reading light is provided
for the jumpseat occupant.
Individually-controlled reading lights are installed on the outer edge of
each overhead panel. Light intensity is adjusted by a dimmer knob.
A chart holder is mounted on each control column. The chart light is
controlled by a dimmer (OFF to BRIGHT) knob.
Dimmer Knobs
Overhead Reading Light

Map Light
DM LT
LH
OFF BRT
PRM7_16_008
Lens Focus Adjustment
Chart Holder
Figure 16.9 Chart Holder and Map Reading Lights

Lamp Test Switch
A two-position (LAMP TEST 1/2) switch on the center pedestal is used to
test the flight deck indicator lamps in the overhead and center pedestal
panels (see figure 16.10). This switch has no effect on EFIS, EICAS and
RTU displays.
Indicator Lights Bright/Dim Switch
A two-position (BRT/DIM) switch on the center pedestal controls the

intensity of the flight deck indicator lamps on the overhead and center
pedestal panels: DIM for night operations; BRT for day operations. This
switch has no effect on EFIS, EICAS and RTU displays.
LAMP TEST
Used to test flight
compartment indicator
lamps in overhead and
ENGINES LAMP
TEST centre pedestal panels.
OFF
1
N1 N2 1 – Tests all lamps on lamp
2 driver unit channel 1.
ON
2 – Tests all lamps on lamp
driver unit channel 2.
SCHEDULE
BRT IND LTS
DIM Used to set indicator lamp
FDR EVENT intensity.
DIM – Selects intermediate
brightness level for indicator
lights (night operation).
BRT – Selects intermediate PRM7_16_015
lights (day operation).
Figure 16.10 Indicator Lights BRT/DIM Switch
Flashlights
Flashlights are installed in holders behind the pilot and copilot seats, below
the circuit breaker panels. Flashlights are also located in the cabin.


Passenger and Service Compartment
Description
The passenger cabin contains numerous lights for passenger comfort and
safety such as floodlights, reading lights and illuminated passenger signs.
Floodlights
Ceiling, sidewall, and accent LED lights, overhead and along both sides of
the aisle provide floodlighting. They are controlled by the CEILING LIGHT,
SIDEWALL LIGHT and ACCENT LIGHT switches on the forward
attendant’s panel.
The entrance lights illuminate the main entrance door area. They are
controlled by the ENTRANCE LIGHT switch/lights on the forward
attendant’s panel.
When the ON switchlight is pressed in, the entrance lights are illuminated
at low intensity and the DIM portion of the BRT/DIM switch/light is
illuminated. When the BRT/DIM switch/light is pressed, the BRT portion is
illuminated, the stair lights are on and the entrance lights are at high
intensity.
Reading Lights
Each passenger service unit (PSU) located above a seat row incorporates
two individually-controlled reading lights. Selection of the TEST switch on
the forward attendant’s panel illuminates all passenger reading lights.
Selecting the READING LIGHTS switch to OFF extinguishes all reading
lights.

PSU READING LIGHT DOOR ASSIST

PSU READING LIGHTS
Used to test and rest all
PSU reading lights. Aft Attendant's
Panel
CEILING LIGHT
Used to control the operation
CEILING LIGHT and intensity of cabin ceiling
lights.
DIM BRT
SIDEWALL LIGHT SIDEWALL LIGHT

DIM BRT
and intensity of cabin sidewalll
ENTRANCE LIGHT
lights.
READ ACCENT
ENTRANCE LIGHT
LIGHT LIGHT Used to control the operation
and intensity of boarding lights.
PRM7_16_009
Stair lights come on when
selected BRIGHT.
EMERG
LIGHT
FWD or AFT ATT FLT PA EMG
ON
O ATT READING LIGHT
ATT FLT PA EMG
OFF
OF of the attendant’s reading light.
AFT ATT
EMERG LIGHT (Guarded) READING LIGHT
Used to manually control

Forward Attendant's Panel emergency lighting system.
Figure 16.11 Attendant Panels
Attendant Call
Pushbutton
Fresh Air
Gaspers
Reading Light
Rocker Switch
Reading Lights
PRM7_16_010
Call Light
Figure 16.12 Passenger Service Unit

Passenger Signs
Passenger signs are installed in the lavatory, the galley and at each PSU.
Each PSU contains “No Smoking” and “Fasten Seat Belt” indicators. The
lavatory contains a “Return To Seat” sign, as well as a “No Smoking” sign.
The galley contains “No Smoking”, “Fasten Seat Belt” and “Lavatory
Occupied” symbols.
Passenger signs are controlled from the flight deck with two three-position
switches on the PASS SIGNS control panel. A chime is heard each time
that a passenger sign comes on.
In automatic mode (AUTO), illumination of the signs is linked to flap
position, gear position and cabin altitude. When the flap selection is
greater than 0 while the “SEAT BLTS” and “NO SMKG” switches are in
AUTO, the “Seat Belt” signs illuminate automatically. Both “Seat Belts” and
“No Smoking” signs illuminate when the landing gear is extended.
“Seat Belt” and “No Smoking” signs illuminate automatically when cabin
altitude exceeds 10,000 ft. This function is controlled by the cabin
pressurization system. If the CPCP fails, a CPAM FAIL message will be
displayed and signs will not illuminate when cabin altitude exceeds
10,000 ft.
PRM7_16_011
Figure 16.13 No Smoking/Fasten Seat Belt Sign

SEAT BLTS EMER LTS

AUTO – The corresponding signs Used to control operation of emergency
throughout the cabin come on when cabin lighting system.
altitude is greater then 10,000 ft, when the ON – Turn on all emergency lights.
landing gear is extended or when flaps
OFF – Prevents actuation of emergency
are greater then 0°.
lights system.
OFF – Turns off the SEATBELT signs and
ARM – Emergency lights come on
RETURN TO SEAT sign in the lavatory.
automatically if AC or DC essential power
ON – Turns on the SEATBELT signs and is lost.
PASS SIGNS EMER LTS

NO SEAT
SMKG BLTS
ON ON
OFF OF
OFF
PRM7_16_012
AUTO AR
ARM
NO SMKG
AUTO – The corresponding sign located
throughout the cabin come on when the landing
gear is extended or cabin altitude is greater
then 10,000 ft.
OFF – Turns off all NO SMOKING signs.
ON – Turns on all NO SMOKING signs.
Figure 16.14 PASS SIGNS/EMER LTS Panel

Service Compartment Lighting
Service compartments such as: the avionics bay, cargo bays, aft
equipment bay and nose gear wheel well have lights controlled by local
switches.
Figure 16.15 Service Compartment Lighting


Emergency Lighting
Description
Emergency lighting in the passenger cabin contributes to the safe egress
of passengers and crew during an emergency ground evacuation or
ditching situation. Cabin emergency lighting consists of:
• Wall and floor level exit signs
• Ceiling and floor level emergency flood lights
• Floor track photo luminescent tape
Exterior fuselage-mounted emergency exit lights provide illumination of the
aircraft’s immediate surroundings.

Photo luminescent tapes are affixed to either side of the passenger cabin’s
center aisle and illuminate the paths to all emergency exits. The photo
luminescent floor track tapes must be exposed to a light source for at least
15 minutes to become luminous.
Switches on the flight deck or at the forward flight attendant panel control
all other interior and exterior emergency lights. Independent rechargeable
battery packs are capable of powering the emergency lights for
approximately 10 minutes.
The EMER LTS switch is mounted on the flight deck’s overhead center
panel. It is a three-position switch labeled ON/OFF/ARM.
• When the switch is set to ON, the associated passenger cabin and
exterior emergency exit lights illuminate and the EMER LTS ON status
message is presented on EICAS.
• When the switch is positioned to OFF, the emergency lights are
extinguished and the EMER LTS OFF caution message is presented
on EICAS.
• When the switch is selected to ARM and power is lost to either the AC
or DC ESS BUS, the battery packs supply power to illuminate the
associated passenger cabin and exterior emergency exit lights. The
EMER LTS ON status message is presented on EICAS.

A red guarded two-position (ON/OFF) EMER LTS switch is located at the
forward flight attendant’s panel. The switch allows the flight attendant to
test and control the emergency lighting.


Floor-Level Floor-Level
Floodlight Floodlight
Floor-Level
Track Exit Floor-Level
Sign Track Exit Sign
Exterior Emergency Exterior Emergency

Light Forward Pax Light Forward
Exit Service Exit
Emergency Exit
Sign Forward
Cabin
Forward Overhead
Emergency Exit Sign
Locator
Cabin Ceiling Emergency
Light #1 /#2 / #3 / #4 / #5
Escape Path
Marking Track
(Photoluminescent)
Floor Track Tape
Emergency Exit Emergency Exit

Sign Midcabin Sign Midcabin
Floor-Level Floor-Level
Track Exit Sign Track Exit Sign
Exterior Emergency
Lights Overwing Exit
Exterior Emergency
Lights Overwing Exit Cabin Ceiling Emergency
Light #6 /#7 / #8
PRM1_16_001
Directional
Indicator
Figure 16.16 Emergency Lighting

Description
Lights are controlled either by switches on the flight deck (external lights,
landing lights), or switches close to their location (service area lights,
passenger lights, etc.), or automatically (emergency lights). Some lighting
messages are displayed on the EICAS primary and status pages.
Lighting Control Panels
There are numerous lighting control panels located on the flight deck.
They are presented in the following figures. Note that the pilot and copilot
side lighting panels are identical and therefore only one is shown.
BEACON LOGO
Controls red beacon Controls logo lights.
lights/FDR operation.
EXTERNAL LTS
WING
NAV BEACON STROBE LOGO INSP
OFF OFF OFF OFF
ON ON ON ON
PRM7_16_001
NAV STROBE WING INSP

Controls the wing and Controls anti-collision Controls the wing
tail navigation lights. strobe lights/FDR operation. inspection lights.
Figure 16.17 EXTERNAL LTS Panel

LANDING LTS (NOSE) RECOG/TAXI LTS

Controls the nose landing light. Controls the recognition/taxi lights
without the use of landing lights.
LANDING LTS RECOG/

LEFT NOSE RIGHT TAXI
LTS
OFF OFF OFF OFF
PRM7_16_003
ON ON ON ON
LANDING LTS (LEFT) LANDING LTS (RIGHT)

Controls the left landing light Controls the right landing light
and left recognition/taxi light. and right recognition/taxi light.
Figure 16.18 LANDING LTS and RECOG/TAXI LTS Panel
DOME LIGHT OVHD

Controls the dome lights. Controls the intensity of the
overhead panel integral lighting.
MISC LTS
OVHD
DOME STBY
LIGHT COMP
DIM
OFF OFF
PRM7_16_005
ON ON
DIM BRT
STBY COMP
Controls the standby compass lighting.
Figure 16.19 MISC LTS Panel

DSPL FLOOD
Controls the intensity Controls respective pilot’s and
of electronic displays. copilot’s panel flood lights.
LIGHTING
ON
OFF
OFF BRT
BR OFF BR
BRT OFF BRT
BR
PRM7_16_007
INTEG FLOOR
Controls the panel and Controls operations
instrument integral lighting. of the floor lights.
Figure 16.20 Pilot and Copilot Lighting Panel
INTEG CB PNL
Controls the intensity of panel Controls the intensity of circuit
and instrument integral lighting. breaker panels’ integral lighting.
LIGHTING
DSPL INTEG FLOOD CB PNL
PRM7_16_006
OFF BR
BRT OFF BR
BRT OFF BR
BRT OFF BRT
BR
DSPL FLOOD
Controls the intensity Controls the intensity
of electronic displays. of panel flood lights.
Figure 16.21 Pedestal Lighting Panel

LAMP TEST
Used to test flight
compartment indicator
lamps in overhead and
ENGINES LAMP
TEST centre pedestal panels.
OFF
1
N1 N2 1 – Tests all lamps on lamp
2 driver unit channel 1.
ON
2 – Tests all lamps on lamp
driver unit channel 2.
SCHEDULE
BRT IND LTS
DIM Used to set indicator lamp
FDR EVENT intensity.
DIM – Selects intermediate
lights (night operation).
PRM7_16_015
BRT – Selects intermediate
lights (day operation).
Figure 16.22 Indicator Lights BRT/DIM Switch

SEAT BLTS EMER LTS

AUTO – The corresponding signs Used to control operation of emergency
throughout the cabin come on when cabin lighting system.
altitude is greater then 10,000 ft, when the ON – Turn on all emergency lights.
landing gear is extended or when flaps
OFF – Prevents actuation of emergency
are greater then 0°.
lights system.
OFF – Turns off the SEATBELT signs and
ARM – Emergency lights come on
automatically if AC or DC essential power
ON – Turns on the SEATBELT signs and is lost.
PASS SIGNS EMER LTS

NO SEAT
SMKG BLTS
ON ON
OFF OF
OFF
PRM7_16_012
AUTO AR
ARM
NO SMKG
AUTO – The corresponding sign located
throughout the cabin come on when the landing
gear is extended or cabin altitude is greater
then 10,000 ft.
OFF – Turns off all NO SMOKING signs.
ON – Turns on all NO SMOKING signs.
Figure 16.23 PASS SIGNS/EMER LTS Panel

EICAS Messages
Emergency lights and passenger sign messages are shown on the EICAS
primary and status pages. System messages and inhibits are listed in the
EMER LTS OFF 1-2-3 Emergency lights are selected off.
Figure 16.24 Caution Message
MESSAGE LOGIC
NO SMOKING No smoking signs selected on.
SEAT BELTS Seat belt signs selected on.
EMER LTS ON Emergency lights selected on.

CB LABEL
SOURCE LOCATION
CKPT DOME LIGHTS DC BUS 1 CBP1-E4/CBP6-B5
EICAS BRT/DIM PWR SUP 1 DC BUS 1 CBP1-H6
EICAS BRT/DIM PWR SUP 1 BATTERY BUS CBP2-Q10
EICAS BRT/DIM PWR SUP 2 DC BUS 1 CBP1-H7
EICAS BRT/DIM PWR SUP 2 BATTERY BUS CBP2-Q11
INST FLOOD LTS DC ESSENTIAL CBP2-U2
INTEG LTS C/PLT PNLS AC BUS 2 CBP2-B14
INTEG LTS CB PNLS AC ESSENTIAL CBP1-V4
INTEG LTS CTR PNLS AC ESSENTIAL CBP1-V6
INTEG LTS O/H PNLS AC ESSENTIAL CBP1-V7
INTEG LTS PLT PNLS AC ESSENTIAL CBP1-V5
L EFIS CRT DIMMING DC ESSENTIAL CBP2-U4
LIGHTS CHART HOLDER DC BUS 2 CBP2-G6
LIGHTS CKPT FLOOR DC BUS 1 CBP1-G7
LIGHTS C/PLT MAP DC BUS 2 CBP2-G7
LIGHTS C/PLT OBS MAP BATTERY BUS CBP1-P3
LIGHTS EICAS/RTU DIMMING BATTERY BUS CBP1-P6
LIGHTS O/H PNL BATTERY BUS CBP1-P5
LIGHTS PLT MAP BATTERY BUS CBP1-P2
R EFIS CRT DIMMING DC ESSENTIAL CBP2-J3
CABIN ACCENT LIGHTS DC UTILITY CBP2-L4
CABIN CEILING LIGHTS DC ESSENTIAL CBP2-T2
CABIN LIGHTING AC ESSENTIAL CBP2-E8
L CABIN READING LIGHTS DC BUS 1 CBP1-E3
R CABIN READING LIGHTS DC UTILITY CBP2-L3
LIGHTS BOARD DC SERVICE CBP2-M3
LIGHTS CAB UTIL BATTERY BUS CBP1-P4
LIGHTS GALLEY AREA DC SERVICE CBP2-M6
LIGHTS TOILET DC SERVICE CBP2-M5
PASS SIGNS BATTERY BUS CBP1-M10
LIGHTS AFT SERV DC SERVICE CBP2-M2
LIGHTS FWD SERV DC SERVICE CBP2-M1
LIGHTS MAINT DC BUS 1 CBP1-G10
LIGHTS SERV AREA DC SERVICE CBP2-M7
BEACON LIGHTS DC SERVICE CBP2-M8
LIGHTS LDG NOSE DC BUS 1 CBP1-G6
Figure 16.26 Circuit Breakers – Aircraft Lighting

CB LABEL
SOURCE LOCATION
LIGHTS LDG WINGS BATTERY BUS CBP1-P1
LIGHTS NAV DC SERVICE CBP2-M4
LIGHTS REAR A/COLL DC BUS 1 CBP1-G8
LIGHTS WING A/COLL DC BUS 2 CBP2-G8
LIGHTS WING INSP DC BUS 1 CBP1-G9
LOGO LIGHTS AC SERVICE CBP2-D11
TAXI LTS DC BUS 1 CBP1-F5
EMER LTS DC ESSENTIAL CBP2-U3
Figure 16.26 Circuit Breakers – Aircraft Lighting


TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-2
VHF Navigation Radios. . . . . . . . . . . . . . . . . . . . . . . . . 17-2
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-2
VHF Navigation Radios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3
Marker Beacons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3
Audio Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-4
FMS RADIO TUNING Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6
FMS FREQUENCY DATA Page . . . . . . . . . . . . . . . . . . . . . . . . 17-7
Radio Tuning Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8
Tuning Select Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10
Display Control Panel – NAV SOURCE Knob . . . . . . . . . . . . . 17-11
Primary Flight Displays . . . . . . . . . . . . . . . . . . . . . . . . 17-12
ADF Navigation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-14
RTU Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-14
PFD and MFD Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . 17-14
ATC Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-16
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-16
ATC Selector Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-17
RTU – ATC Top Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-18
RTU – ATC Main Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-19
Mode S Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-20
Mode S Transponder Enhanced Surveillance . . . . . . . . . . . . . 17-20
Copyright © Bombardier Inc. Navigation

TABLE OF CONTENTS
Enhanced Ground Proximity Warning System . . . . . 17-22
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-22
EGPWS Databases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-22
GND PROX Switch/Lights and Audio Alerts. . . . . . . . . . . . . . . 17-24
Multifunction Display Terrain Presentation. . . . . . . . . . . . . . . . 17-25
MFD Terrain Color Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-25
Auto Alert Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-26
Terrain System Inhibits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-27
Mode 1: Excessive Descent Rate . . . . . . . . . . . . . . . . . . . . . . 17-28
Mode 2: Excessive Terrain Closure Rate. . . . . . . . . . . . . . . . . 17-28
Mode 3: Altitude Loss After Takeoff . . . . . . . . . . . . . . . . . . . . . 17-31
Mode 4: Unsafe Terrain Clearance . . . . . . . . . . . . . . . . . . . . . 17-32
Mode 5: Below Glideslope Deviation Alert . . . . . . . . . . . . . . . . 17-35
Mode 6: Descent Below Minimums/Excessive Bank Angle . . . 17-36
Mode 7: Windshear Detection and Recovery System . . . . . . . 17-38
Traffic Surveillance System. . . . . . . . . . . . . . . . . . . . . 17-40
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-40
TSS Modes and Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-42
TCAS Aural Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-44
TCAS Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-46
TCAS Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-49
Navigation Copyright © Bombardier Inc.

TABLE OF CONTENTS
Weather Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-50
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-50
Weather Radar Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . 17-50
Mode Select Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-50
GAIN Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-51
TILT and AUTOTILT Control . . . . . . . . . . . . . . . . . . . . . . . . . . 17-52
Antenna Stabilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-53
Sector Scan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-53
Transfer Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-54
Display Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-54
Path Attenuation Correction and Alert . . . . . . . . . . . . . . . . . . . 17-56
Global Positioning System. . . . . . . . . . . . . . . . . . . . . . 17-58
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-58
U.S. GPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-59
GPS Space Segment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-59
GPS Control Segment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-59
Satellite Based Augmentation System. . . . . . . . . . . . . . . . . . . 17-60
GPS User Segment and FMS Interface. . . . . . . . . . . . . . . . . . 17-60

TABLE OF CONTENTS
Flight Management System . . . . . . . . . . . . . . . . . . . . . 17-62
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-62
FMS GNSS CONTROL Page. . . . . . . . . . . . . . . . . . . . . . . . . . 17-64
Satellite Deselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-64
Predicted RAIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-65
Required Navigation Performance . . . . . . . . . . . . . . . . . . . . . . 17-66
Temperature Compensation. . . . . . . . . . . . . . . . . . . . . . . . . . . 17-68
Nav-to-Nav Capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-69
Other FMS Selections and Indications . . . . . . . . . . . . . . . . . . . 17-70
FMS Vertical Navigation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-72
FMS Coupled Vertical Navigation (VNAV) . . . . . . . . . . . . . . . . 17-76
Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-80
Satellite Based Augmentation System . . . . . . . . . . . . . . . . . . . 17-84
LPV Approach Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-86
LPV Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-88
LPV Alternate Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-90
Loss of Integrity Alerting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-94
EICAS Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-96

LIST OF FIGURES
Figure 17.1 Audio Control Panel (ACP) . . . . . . . . . . . . . . . . . . . . . . . 17-4
Figure 17.2 FMS – VOR/DME STATUS Page. . . . . . . . . . . . . . . . . . 17-5
Figure 17.3 FMS RADIO TUNING Page . . . . . . . . . . . . . . . . . . . . . . 17-6
Figure 17.4 FMS FREQUENCY DATA Page . . . . . . . . . . . . . . . . . . 17-7
Figure 17.5 RTU – Top Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9
Figure 17.6 RTU – NAV Main Page. . . . . . . . . . . . . . . . . . . . . . . . . . 17-9
Figure 17.7 Tuning Select Panel – FMS TUNE INHIBIT . . . . . . . . . 17-10
Figure 17.8 DCP – NAV SOURCE Selector . . . . . . . . . . . . . . . . . . 17-11
Figure 17.9 PFD – VOR Navigation. . . . . . . . . . . . . . . . . . . . . . . . . 17-12
Figure 17.10 PFD – Localizer and Glideslope Navigation . . . . . . . . . 17-13
Figure 17.11 PFD – FMS Navigation . . . . . . . . . . . . . . . . . . . . . . . . . 17-13
Figure 17.12 DCP – ADF Bearing Pointer Selection . . . . . . . . . . . . . 17-15
Figure 17.13 PFD – ADF Bearing Pointers . . . . . . . . . . . . . . . . . . . . 17-15
Figure 17.14 Tuning Select Panel – ATC Selector Knob. . . . . . . . . . 17-17
Figure 17.15 RTU – ATC Top Page . . . . . . . . . . . . . . . . . . . . . . . . . 17-18
Figure 17.16 RTU – ATC Main Page . . . . . . . . . . . . . . . . . . . . . . . . . 17-19
Figure 17.17 FMS – RADIO TUNING Page . . . . . . . . . . . . . . . . . . . 17-21
Figure 17.18 GND PROX Switch/Light and Audio Messages . . . . . . 17-24
Figure 17.19 MFD Terrain Color and Pattern Logic. . . . . . . . . . . . . . 17-25
Figure 17.20 Terrain Caution and Warning Alert Pop-Ups . . . . . . . . 17-26
Figure 17.21 GND PROX Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-27
Figure 17.22 Mode 1: Excessive Descent Rate. . . . . . . . . . . . . . . . . 17-28
Figure 17.23 Mode 2A: Excessive Closure Rate . . . . . . . . . . . . . . . . 17-29

LIST OF FIGURES
Figure 17.24 Mode 2B: Excessive Closure Rate . . . . . . . . . . . . . . . . 17-30
Figure 17.25 Mode 3: Altitude Loss After Takeoff . . . . . . . . . . . . . . . 17-31
Figure 17.26 Mode 4A: Unsafe Terrain Clearance – Gear UP. . . . . . 17-32
Figure 17.27 Mode 4B: Unsafe Terrain Clearance – Gear DN . . . . . 17-33
Figure 17.28 Mode 4C: Unsafe Terrain Clearance at Takeoff . . . . . . 17-34
Figure 17.29 Mode 5: Below Glideslope Deviation Alert . . . . . . . . . . 17-35
Figure 17.30 Mode 6: Below Minimums/Excessive Bank Angle . . . . 17-36
Figure 17.31 Mode 7: Windshear . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-39
Figure 17.32 Mode 7: Windshear Alerts and Warnings . . . . . . . . . . . 17-39
Figure 17.33 TCAS Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-41
Figure 17.34 TCAS Aural Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-44
Figure 17.35 RTU – TCAS Top Level Page . . . . . . . . . . . . . . . . . . . . 17-47
Figure 17.36 RTU – TCAS Main Page . . . . . . . . . . . . . . . . . . . . . . . . 17-48
Figure 17.37 DCP – TCAS Controls. . . . . . . . . . . . . . . . . . . . . . . . . . 17-48
Figure 17.38 PFD – TCAS Indications . . . . . . . . . . . . . . . . . . . . . . . . 17-49
Figure 17.39 Weather Radar Control Panel . . . . . . . . . . . . . . . . . . . . 17-51
Figure 17.40 MFD Radar Information Line. . . . . . . . . . . . . . . . . . . . . 17-52
Figure 17.41 MFD Radar Information Presentation . . . . . . . . . . . . . . 17-53
Figure 17.42 Weather Radar Control Panel – XFR Pushbutton. . . . . 17-54
Figure 17.43 DCP – Radar Controls . . . . . . . . . . . . . . . . . . . . . . . . . 17-55
Figure 17.44 MFD Radar Presentation . . . . . . . . . . . . . . . . . . . . . . . 17-55
Figure 17.45 GNSS CONTROL Page . . . . . . . . . . . . . . . . . . . . . . . . 17-64
Figure 17.46 NON-PRECISION APPROACH RAIM Page. . . . . . . . . 17-65

LIST OF FIGURES
Figure 17.47 PROGRESS – CHK POS ACCURACY . . . . . . . . . . . . 17-66
Figure 17.48 Sample RNP Approach Chart. . . . . . . . . . . . . . . . . . . . 17-67
Figure 17.49 TEMP COMP Page . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-68
Figure 17.50 FMS Selections and Indications . . . . . . . . . . . . . . . . . . 17-70
Figure 17.51 VNAV Altitude Constraints . . . . . . . . . . . . . . . . . . . . . . 17-72
Figure 17.52 Advisory VNAV Activation . . . . . . . . . . . . . . . . . . . . . . 17-73
Figure 17.53 PFD VNAV Indications . . . . . . . . . . . . . . . . . . . . . . . . . 17-74
Figure 17.54 Typical Advisory Descent . . . . . . . . . . . . . . . . . . . . . . . 17-75
Figure 17.55 FCP VNAV Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-79
Figure 17.56 Typical Coupled VNAV . . . . . . . . . . . . . . . . . . . . . . . . . 17-79
Figure 17.57 GNSS BARO Approach Selection . . . . . . . . . . . . . . . . 17-80
Figure 17.58 LPV Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-83
Figure 17.59 SBAS SERVICE PROVIDERS Page . . . . . . . . . . . . . . 17-85
Figure 17.60 LPV Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-86
Figure 17.61 ARRIVAL DATA page – LPV Approach Selected . . . . 17-87
Figure 17.62 LPV Terminal (LPV TERM) . . . . . . . . . . . . . . . . . . . . . 17-88
Figure 17.63 LPV Approach (LPV APPR) . . . . . . . . . . . . . . . . . . . . 17-89
Figure 17.64 WAAS LPV Availability . . . . . . . . . . . . . . . . . . . . . . . . . 17-90
Figure 17.65 Alternate Approach Selection . . . . . . . . . . . . . . . . . . . . 17-91
Figure 17.66 WAAS LPV Availability . . . . . . . . . . . . . . . . . . . . . . . . . 17-92
Figure 17.67 Alternate Approach Selection . . . . . . . . . . . . . . . . . . . . 17-93
Figure 17.68 Loss of Integrity Alerting (1/2). . . . . . . . . . . . . . . . . . . . 17-94
Figure 17.69 Loss of Integrity Alerting (2/2). . . . . . . . . . . . . . . . . . . . 17-95

LIST OF FIGURES
Figure 17.71 Circuit Breakers – Navigation . . . . . . . . . . . . . . . . . . . . 17-97

NAVIGATION

Introduction
The Bombardier CRJ is equipped with conventional navigation systems.
They include the following:
• Dual VHF VOR/LOC/GS navigation systems
• Dual DME navigation systems
• Dual ADF navigation systems
• Dual marker beacon receivers
• Dual ATC transponder systems
• Weather radar system
• Global positioning system (GPS)
• Flight management system (FMS)
NOTE
The ADF radios, ATC transponders, TCAS and VHF
navigation are tuned at RTU 1 and RTU 2. The FMS
control display unit provides remote tuning and control
of communication, navigation and ATC transponder
systems. The weather radar has its own control panel.
VHF Navigation Radios

Description
Radio tuning units (RTUs) control the NAV 1 and NAV 2 VHF navigation
radios. The navigation data is displayed on the PFDs and the MFDs in
HSI, FMS MAP or NAV SECTOR formats.
The VHF NAV system receives and monitors the VOR, LOC, GS and
marker beacon signals.

VHF Navigation Radios
Two VHF navigational radio receivers are installed and are controlled via
the RTUs. Each radio is capable of receiving VOR, ILS, GS and marker
beacon signals.
Reversionary control of the VHF navigation radios on these aircraft is
accomplished through the FMS CDU.
In VOR operation, the NAV receivers supply enroute and terminal area
guidance by monitoring selected VOR stations. In LOC and ILS modes,
the NAV receivers supply final approach guidance data. When the
navigation receiver is tuned to a localizer frequency, the paired glideslope
frequency is automatically tuned.
The FMS computer automatically tunes DME channels 2 and 3 of each
DME receiver. Channel 1 is manually tuned at the RTU or via the FMS
radio page. Channel 1 can be used for DME hold. If AUTO tuning is
selected at the CDU, the FMS will automatically tune all channels for the
receiver. AUTO tuning of the receiver is not available if the NAV SOURCE
is not FMS or DME HOLD has been selected.
The FMS text page or VOR/DME STATUS, can be displayed on either
MFD. The VOR/DME STATUS page lists the VOR/DME stations that are
being monitored.
Two DME antennas are located on the bottom of the fuselage just forward
of the wing leading edge.
Marker Beacons
Marker beacon indications are presented on the PFDs during station

passage. Two marker beacon antennas are installed on the bottom of the
fuselage just forward of the aft equipment bay hatch.

Audio Control Panel
The audio control panel (ACP) allows audio monitoring of the DME, ADF,
marker beacon or navigation radios. Audio monitoring is selected at
designated receive switches on the ACP. When selected, the receive
switch illuminates and can be used to adjust the volume of the individual
radio. Any number of radios can be monitored at the same time.
The VOICE/BOTH switch allows the pilot to separate the simulcast voice
and CW transmissions on VOR, ILS or ADF transmissions. When BOTH is
selected, the voice and CW station identifier are heard. Selecting VOICE
filters out the CW transmission.
1 – VHF – 2 VHF 3 HF INT/SVC

DME 1, DME 2 ADF 1, ADF 2
Press on (backlit) Press on (backlit) for
for DME identifier. NDB identifier.
Rotate for volume. 1 – DME – 2 1 – ADF – 2 Rotate for volume.
PA
1 – NAV – 2 1 – MKR – 2
/T
R/T VOICE SPKR MASK
ASK MER
EMER
NAV 1, NAV 2 MKR 1, MKR 2

Press on (backlit) Press on (backlit)
PRM279_17_002
I/C BOTH BOOM NORM

ORM
for navigation aid for Marker Beacon
identifier. Rotate for identifier. Rotate
volume. VOICE/BOTH for volume.
VOICE – Voice information only.
BOTH – Voice and ident.
Figure 17.1 Audio Control Panel (ACP)

VOR / DME STATUS

SOURCE ID FREQ BRG/DIST Information Line
VOR 1 YMX 116.70 065.0
DME 1-1 YMX 116.70 33.4NM

Autotuned
DME 1-2 YUL 116.30 42.9NM VOR,DME s
DME 1-3 PLB 116.90 80.1NM
VOR 2 MSS 114.10 177.9
DME 2-1 MSS 114.10 39.0NM

Autotuned
DME 2-2 YJN 115.80 72.0NM VOR,DME s
DME 2-3 8U 112.50 101.1NM
PRM279_17_001
Figure 17.2 FMS – VOR/DME STATUS Page

FMS RADIO TUNING Page
The FMS control display unit (CDU) is capable of tuning ADF radios, ATC
transponder and channel 1 of the NAV radios. The active, preset and
recall COM frequencies are present. The active AUTO or MAN tuning of
the NAV frequencies is presented in cyan.
Active
RADIO TUNING
C O M 1 C O M 2
Frequency
119.90 118.70
R C L 1 R C L 2
Recall
130.22 119.90 Frequency
N A V 1 N A V 2
116.30 116.30
N A V 1 –– MODE –– N A V 2
A D F 1 A D F 2
Tuning Status
248.0 248.0 AUTO/MAN
A T C 1 A T C 2
4126
00 RPLY ALT ON

INTC ARR PAGE PAGE

FPLN MENU
RADIO PROG PERF
MFD MFD MFD

DATA MENU ADV
BRT
DIM
PRM1_10_049
Figure 17.3 FMS RADIO TUNING Page

FMS FREQUENCY DATA Page
The FREQUENCY DATA page provides communication frequencies

associated with airports to quickly find and tune a desired frequency. The
data page lists the departure (origin), destination, and alternate airports
contained in the active flight plan, along with space for a pilot-entered
airport. The pilot can select a frequency and tune the radio to that
frequency by using the CDU scratchpad.
Departure/Alternate/Destination/Pilot-Entered Airport
FREQUENCY DATA 1/X

S E L A P T
K C I D /KMSP/ K O R D / K D F M
A T I S A I R L I F T C P
133.25 MULTIPLE>
A W A S R D R
121.900 160.00
G N D G P S
1340.00 10120.00
T C A R F S S
< MULTIPLE 110.155
– –––––––––––––––––––––––
< INDEX PRM791_17_063
0 0 RPLY ALT ON
Figure 17.4 FMS FREQUENCY DATA Page

Radio Tuning Units
Top Page
The radio tuning unit (RTU) top page displays VHF navigation and
communications, active (ACT), preset (PRE) and RECALL frequencies. It
also displays the active ADF frequency, transponder code, TCAS status
and DME HOLD frequency (when selected).
Main Page
The main page is accessed by pressing twice on the associated left line
key. From the main page, radio frequencies can be tuned and displayed.
Also, marker sensitivity and DME frequency can be monitored and
changed.
DME Hold
DME hold allows the pilot to use DME channel 2 for distance measuring.
The DME hold feature provides the pilot with range data and allows
channel 1 to be tuned to a VOR for bearing information.
When the DME–H pushbutton on the RTU is pressed, the DME frequency
paired with the active VOR frequency is selected to hold. When a new
active VOR frequency is selected, the DME function stays on the
frequency paired with the previous VOR frequency. The hold frequency is
identified with:
• An cyan H below the active frequency on the RTU top page
• An cyan H next to the DME frequency on the RTU main page
• On the PFD and MFD displays, an amber H that replaces the NM
indication and the removal of the station identifier

Active VHF Preset Nav DME-H

Navigation Frequency When pressed, holds
Frequency Display DME at current frequency
Display allowing the navigation
receiver to be retuned.
BRT
ID
IDENT
COM1
119.900 130.220
DME-H
NAV1
116.30 110.50 DME-Hold
113.50H
ATC1 TCAS 1/2 Display
4126 RPLY TA/RA
REL
CRJ1000A
PRM1_10_050
Transponder Active ADF
Frequency Frequency
Display
Figure 17.5 RTU – Top Page
BRT
ID
IDENT
NAV1
116.300 110.500 Marker
DME-H Sensitivity
MKR SENS
LO HI
1/2
PRESET TEST
PAGE INHIBITED
PRM1_10_051
RETURN
Figure 17.6 RTU – NAV Main Page

Tuning Select Panel
The FMS TUNE INHIBIT switchlight on the tuning select panel permits the
pilot to inhibit the AUTO tune function of the FMS and the manual (MAN)
tune function of the FMS radio page.
During normal operations the FMS TUNE INHIBIT switchlight is
deselected (OFF), permitting AUTO tuning of the VHF NAV. To inhibit the
AUTO tune function the switchlight must be selected ON (pressed in).
TUNE INHIBIT
STBY
1 2
RTU 1 RTU 2 FMS
TUNE
INHIB INHIB INHIB PRM1_17_049
ATC SEL
FMS Tune Inhibit
Figure 17.7 Tuning Select Panel – FMS TUNE INHIBIT

Display Control Panel – NAV SOURCE Knob
The NAV SOURCE knob on the display control panel (DCP) selects the
navigation source. Navigation source data is indicated on the PFD.
Navigation sources include VOR, LOC or FMS.
Nav X-Side Function

When the center of the NAV SOURCE knob is pressed, the cross-side
NAV data is posted in amber on the on-side PFD.
NAV SOURCE (Rotate)

Selects NAV source to
be displayed.
BRG FORMAT RANGE
NAV
SOURCE
PRM279_17_006
RDR/TERR TFC
Figure 17.8 DCP – NAV SOURCE Selector

Primary Flight Displays
When the RTU is tuned and receiving a VHF NAV frequency and the NAV
SOURCE is set to the VOR/LOC position, the primary flight display (PFD)
shows:
• VOR station identifier in the course display window
• Green course information on the HSI (course selection is made at the
CRS knob of the flight control panel)
• Active or armed lateral VOR or LOC mode in the FMA
NAV source, mode and course data are displayed on the HSI, NAV
SECTOR and FMS MAP formats of the MFDs.
VOR or ADF information is displayed by selecting the BRG switches on
the pilot and copilot DCPs. VOR 1 or ADF 1 is displayed as a single
magenta pointer. VOR 2 or ADF 2 is displayed as a dual cyan pointer.
The bearing pointers will not appear on the PFD or MFD unless a valid
VOR or ADF frequency is received. Bearing pointers can be displayed on
the MFD in HSI, NAV SECTOR or FMS MAP formats.
VOR Mode 30
VOR1 FMS 20000

M.740
ALTS ALTS 20
280 AP 200
10
260 100
240 28 000
10 900
220
20 800
200
240 HDG 270 20 0 FT 29.92IN
24 30
W 4
NAV Source VOR1 21 12
PRM279_17_007
CRS 245
30
Data
S
180NM
YUL 0.6
33
15
TERM
N
1 2 4
12
3
E 6
Figure 17.9 PFD – VOR Navigation

LOC Mode 30
LOC 1 FMS 3000

M.740
GS ALTS 20 MDA 300
180 AP 200
10
160 100
140 2 000
10 900
120
20 800
100
140 HDG 270 0 FT
20 1400 FT 29.92IN
24 30
W 4
NAV Source LOC 1 21 12
PRM279_17_008
CRS 245
30
Data 9.5
S
NM
IUL 0.6
33
15
TERM
N
1 2 4
12
3
E 6
Figure 17.10 PFD – Localizer and Glideslope Navigation
FMS Mode 30
FMS 1 FMS 23000
M.640
ALTS ALTS
300 20
200
280 10 100
260 23 000
240 10 900
220 20 800
260 HDG 270 20 0 FT 29.92IN
24 W
30 4
NAV Source FMS 1 21 12
PRM279_17_009
CRS 245
30
Data 180NM
S
YUL 0.0
33
15
TERM
N
1 2 4
12
3
E 6
Figure 17.11 PFD – FMS Navigation

ADF Navigation
Two ADF radios provide relative bearing and station identification data to
the pilots. The information is displayed on the PFD and MFD and can be
monitored aurally by selection at the ACP. The ADF radios are tuned at
the RTU or the FMS CDU. Other ADF settings can be changed on the
ADF main page.
RTU Tuning
Top Page
Frequency selection is accomplished at the RTU by selecting the line key
opposite the ADF frequency. A second press of the line key brings the
ADF main page into view.
Main Page
The ADF main page allows the following functions to be accessed:
• Frequency selection
• ADF or antenna mode selection
• BFO ON or OFF
PFD and MFD Presentation
ADF information is displayed by selecting the BRG switches on the pilot

and copilot DCPs. ADF 1 is displayed as a single magenta pointer. ADF 2
is displayed as a dual cyan pointer.
The ADF pointers will not appear on the PFD or MFD unless a valid ADF
frequency is received. ADF pointers can be displayed on the MFD in HSI,
NAV SECTOR, FMS MAP formats.

BRG
Bearing selects bearing pointer 1 (magenta).
BRG FORMAT RANGE
NAV
SOURCE
PRM279_17_010
RDR/TERR TFC
BRG
Bearing selects bearing pointer 2 (cyan).
Figure 17.12 DCP – ADF Bearing Pointer Selection
30
FMS 1 FMS 23000
M.640
ALT ALTS
300 20
AP 200
280 10 100
260 23 000
240 10 900
ADF 1, ADF 2 800

220 20
Bearing Source 260 HDG 270 20 0 FT 29.92IN
Number 2 Not 24 W
30 4
FMS 1 21 12
PRM279_17_011
Being Recieved CRS 245

30
180NM
S
YUL 0.0
33
15
TERM
ADF1
N
1 2 4
12
ADF2
3
E 6
ADF 1
Bearing Pointer
Figure 17.13 PFD – ADF Bearing Pointers

ATC Transponder
Description
The two air traffic control transponders (ATC 1 and ATC 2) provide ground
radar beacon systems with coded identification responses in the following
modes:
• Mode A – aircraft identity reporting
• Mode C – Altitude reporting
• Mode select (S) – Data link with other Mode S transponders for the
traffic collision avoidance system (TCAS)
Mode S data link includes air-to-air, ground-to-air (data up-link or
COM A), air-to-ground (data down-link or COM B), and multi-site (ground
station to ground station) messages.
Transponder activation is made using the ATC SEL knob on the tuning
select panel on the center pedestal.
Transponder codes are set on the top level page of the RTUs and can
also be set using the FMS CDU. ATC identification is selected using the
IDENT button on the RTU.
Mode C altitude reporting selection is made on the RTU – ATC main page.

ATC Selector Knob
The ATC selector knob has three positions: 1, STBY and 2. When ATC 1
transponder is selected it uses altitude information from ADC 1 to respond
to Mode C and S interrogations. ATC 2 receives altitude information from
ADC 2. When either transponder is selected, the RTU four-digit
identification code turns green. When in STBY the RTU code is white. The
system can receive but cannot reply to interrogations when on the ground.
TUNE INHIBIT
STBY
1 2
RTU 1 RTU 2 FMS
TUNE
INHIB INHIB
PRM1_17_050
INHIB
ATC SEL
ATC Selector Knob
Figure 17.14 Tuning Select Panel – ATC Selector Knob

RTU – ATC Top Page
The ATC line key on the RTU top page is selected to move the white tune
window to the ATC line. Using the frequency selector knob on the RTU
changes the code within the tune window.
The top page displays the following cyan messages:
• STBY – Both ATC transponders are in the standby mode, the
transponder code is white
• ALT OFF – Mode C is selected OFF
• ID – The ID key has been selected
• R – The transponder is responding to an interrogation
• STBY, ID and RPLY appear in cyan beside ATC code
• ALT OFF appears in cyan below ATC code
IDENT
Pushbutton
BRT
ID
IDENT
COM1
ATC Identification 119.900 130.220
Code Display NAV1
DME-H
ATC Identification 116.30 110.50

Code Line Key ATC1 TCAS 1/2
4126 RPLY TA/RA
Altitude Reporting ALT OFF REL
CRJ1000A
Mode Indicator NEXT PAGE ADF1 248.0
PRM1_10_052
ID Indicator Reply
Indicator
Figure 17.15 RTU – ATC Top Page

RTU – ATC Main Page
The ATC main page is accessed at the ATC line key.

The cyan messages STBY, ID and R are reproduced and displayed when
appropriate. The cyan messages STBY, ID and RPLY are reproduced and
displayed beside the ATC code when appropriate.
The ALT line key selects the Mode C altitude reporting Mode ON or OFF.
The reporting altitude is removed when Mode C is selected to ALT OFF.
BRT
ID
IDENT
ATC1 FLT ID
4126 RPLY CRJ1000A Mode C Altitude
1200 1020Y000 DME-H
ALT Reporting
ON OFF
ADC1 120FT
1/2
TEST PRM1_10_053
RETURN
Figure 17.16 RTU – ATC Main Page

Mode S Transponder
Mode S has the capability to display either a four squawk code or the flight
identification (FLT ID) on line 4 of the RTU top-level page. Selection of
either the squawk code or the FLT ID for display on the top level page is
made on the ATC main page.
To access the ATC main page from the top-level page, the ATC line select
key is pressed twice. Once the ATC main page is displayed, the line select
key is pressed to select either the SQUAWK or FLT ID (the selected
function will be displayed larger). The selected function is then displayed
on the ATC main page, on the top-level page and on the FLT ID page. To
modify the squawk code or the FLT ID on the top level page, the ATC line
select key is pressed, which will cause a tune window to surround the left
character. The small tuning knob is then used to change the character
displayed in the tune window. The RTU then waits 2 seconds after knob
rotation stops before locking in the new character. Rotating the large tune
knob cycles the tune window from character to character.
On the FLT ID main page, the RTU displays an active and preset flight ID.
By pressing the top right line select key, the active and preset FLT ID will
swap when the tune window is on a preset flight ID character.
The FMS can also display the FLT ID on the FMS RADIO TUNING
page 2 of 2, adjacent to the top right line select key on the CDU. To input
the FLT ID data:
1. Press the top right line select key on the CDU so that the selection
box highlights the FLT ID information field.
2. Input the FLT ID data, via the CDU keypad, where it will appear on
the bottom left corner of the page (in brackets).
3. After the FLT ID has been inputted, press the top right line select key
and check that the proper FLT ID appears adjacent to the top right
line select key.
Mode S Transponder Enhanced Surveillance
Enhanced surveillance extends the elementary Mode S capability and

consists of the extraction of additional aircraft parameters and is also
known as down-link of airborne parameters. This is intended to facilitate
and increase the safety and efficiency of the air traffic management
system by knowing the aircraft current altitude and short term intent.

An aircraft interrogated by an enhanced Mode S capable ground station
will reply back with the following parameters:
• Selected altitude
• Roll angle
• Track angle rate
• True track angle
• Ground speed
• Magnetic heading
• Indicated airspeed (IAS)/Mach no.
• Vertical rate (barometric rate of climb/descent
RADIO TUNING
C O M 1 C O M 2
ATC1 Active 119.900 118.700
R C L 1 R C L 2
130.220 119.900
N A V 1 N A V 2
116.30 116.30
N A V 1 –– MODE –– N A V 2
A D F 1 A D F 2
248.0 248.0
A T C 1 A T C 2
4126
00 RPLY ALT ON

INTC ARR PAGE PAGE

FPLN MENU
RADIO PROG PERF
MFD MFD MFD

DATA MENU ADV
BRT
DIM
PRM1_17_0 68
Figure 17.17 FMS – RADIO TUNING Page

Enhanced Ground Proximity Warning System
Description
The enhanced ground proximity warning system (EGPWS) is used to help
prevent accidents caused by unsafe flight maneuvers in proximity of
terrain or severe windshear. EGPWS provides the flight crew with aural
alerts, messages and visual annunciations in the event that the
boundaries of the following alerting envelopes are exceeded:
• Mode 1: Excessive descent rate
• Mode 2: Excessive closure rate
• Mode 3: Altitude loss after takeoff
• Mode 4: Unsafe terrain clearance
• Mode 5: Below glideslope alert
• Mode 6: Callouts (descent below minimums, altitude callouts and bank
angle alert
• Mode 7: Windshear detection and alerting
Radar or terrain information is displayed on the multifunctional displays
(MFDs) by pressing the RDR button on the display control panel (DCP).
NOTE
In the event of a momentary loss of AC electrical

power, the TERRAIN FAIL status message may be
displayed while the GPS satellites are reacquired
(approximately 75 seconds) and the FMS aircraft
position is re-entered.
EGPWS Databases
The EGPWS provides the pilot with a greater awareness of the terrain
ahead of the aircraft, especially around airports. The EGPWS computer
generates alerts and warnings by comparing the actual aircraft’s position
to terrain features and obstacles found in the EGPWS databases.

The EGPWS has two databases:
• Terrain clearance floor (TCF), and
• Terrain/obstacle awareness alerting and display (TAAD)
Terrain Clearance Floor Database

The TCF database includes worldwide coverage of all airports with
runways longer than 3500 ft.
The TCF database provides an increasing terrain clearance protection
zone around the center point of the nearest airport runway. The profile of
the circular protection envelope is unique to each airport and is directly
related to the distance from the runway. This enhanced feature
complements existing Mode 4 protection by providing an alert that is
based upon insufficient terrain clearance, even when the aircraft is in
landing configuration.
Terrain/Obstacle Awareness Alerting/Display Database

The terrain awareness alert function of the EGPWS computes and
predicts potential conflicts between the aircraft's flight path and terrain
ahead of the aircraft during all phases of flight.
Awareness alerts are based upon the terrain awareness alerting display
database (TAAD) and actual aircraft altitude and position. The TAAD
database is limited to North America at this time. The database covers all
of the USA but only portions of Canada, Mexico and the Bahamas.
Included in the database is a library of all obstacles that are higher than
100 ft AGL.
The EGPWS computes the terrain closure rate by monitoring radio
altitude, vertical speed and by comparing the aircraft’s position to the
TAAD database. The obstacle avoidance logic uses flight path angle and
ground speed to generate awareness alerts of obstacle ahead of the
aircraft.

GND PROX Switch/Lights and Audio Alerts
Audio alerts and red or amber flashing glareshield switch/lights are used to
present EGPWS information to the pilot.
The GND PROX switch/lights are used to test the system and visually
present ground proximity warnings. The red PULL UP section of the
switch/light flashes when an EGPWS PULL UP warning is generated. The
amber GND PROX section of the switch/light flashes for all other ground
proximity warnings. There is no switch/light indication for windshear.
The audio warnings are prioritized in accordance to their impact upon flight
safety. An audio message will be interrupted to allow a higher priority
message to sound. Windshear warnings take priority over all other alerts
and warnings except a stall warning. Windshear warnings are presented
on the PFD.
EGPWS Alerts
“Pull Up”
“Terrain Terrain Pull Up"
PULL UP “Obstacle Obstacle Pull Up”
GND PROX
“Terrain Terrain”
“Caution Terrain”
“Caution Obstacle”
“Too Low Terrain”
PRM279_17_017
“Too Low Gear”

“Too Low Flaps”
“Sink Rate”
“Don’t Sink”
“Glideslope”
Figure 17.18 GND PROX Switch/Light and Audio Messages

Multifunction Display Terrain Presentation
Terrain information is presented on the multifunction displays and can be
overlaid on the following MFD formats:
• NAV sector
• FMS map
The terrain function is active at all times but is not necessarily displayed.
Weather radar and terrain share the same MFD formats and cannot be
displayed at the same time. Radar or terrain presentation on the MFD is
selected by pressing the RDR/TERR pushbutton on the DCP. When the
radar is deselected, the cyan TERRAIN advisory message appears on the
radar line at the top of the MFD.
MFD Terrain Color Logic
On the MFD, color and color densities are used to inform the pilot of the
vertical separation of aircraft and terrain/obstacles. Shading or low-density
colors are used to identify terrain and obstacles that present no immediate
hazard to the flight.
Solid or high-density red and yellow colors are used in conjunction with
audio alerts and flashing GND PROX switch/lights to advise of a potential
flight hazard.
Upper Elevation +2000 ft Red

+1000 ft Yellow
2000 ft Yellow
Above Aircraft -250 to 500 ft
(Variable)
1000 ft
Above Aircraft Based on
distribution
Aircraft Elevation of terrain
250 to 500 ft elevations
Below Aircraft within
display
PRM279_17_018
1000 ft
Below Aircraft range
2000 ft
Below Aircraft Derived
Low Altitude Look-Up Mode High Altitude Look-Down Mode
Figure 17.19 MFD Terrain Color and Pattern Logic

Auto Alert Function
When conflicting terrain or an obstacle is detected, the terrain overlay
automatically pops up on the MFD and the display range is reset to 10
miles. The “CAUTION TERRAIN” or “CAUTION OBSTACLE” audio
message sounds, the amber GND PROX switch/light flashes on the
glareshield and the conflicting terrain or obstacle is shown on the MFD as
a solid amber color. Warning time is approximately 60 seconds to impact.
If radar is in use and an auto terrain/obstacle alert occurs, the radar
presentation is replaced by the terrain overlay and the cyan TERRAIN
message appears on the MFD radar line in the top left corner of the
display.
If the pilot fails to respond to the amber caution alert, the red terrain or
obstacle warning is activated. The audio message ‘'TERRAIN, TERRAIN,
PULL UP” or “OBSTACLE, OBSTACLE, PULL UP”’ sounds; the red PULL
UP portion of the GND PROX switch/light flashes on the glareshield, and
the conflicting terrain or obstacle is shown on the MFD as a solid red color.
Warning time is approximately 30 seconds to impact.
TERRAIN
UTC 16:59 TAS 311 GS 308 SAT -15C TAT -2C
YUL 0NM :
HOKKE 24NM 0:05 :
THURO 41NM 0:08 :
CYYZ 278NM 0:54 :
279
W 30
Terrain Warning 24
(red)
33
10
Terrain Caution
(amber)
PRM279_17_020
Figure 17.20 Terrain Caution and Warning Alert Pop-Ups

Terrain System Inhibits
The EGPWS TERRAIN function can be manually inhibited on the
EGPWS/MECH CALL control panel.
Selecting the TERRAIN switch/light inhibits the terrain function of the
EGPWS and presents the TERRAIN OFF status message on EICAS.
If landing flaps are not available, selecting the FLAP OVRD switch/light
inhibits the EGPWS for landing.
GRND PROX
TERRAIN FLAP MECH
CALL
PRM279_17_019
OF F
OFF O V RD
OVRD
PUSH
Terrain OFF Flap OVRD

Switch/Light Switch/Light
Figure 17.21 GND PROX Panel

Mode 1: Excessive Descent Rate
Mode 1 is active for all approach phases of flight and is independent of the
aircraft configuration. Mode 1 has two boundaries. Penetration of the outer
boundary activates the amber GND PROX switch/lights and generates the
“SINK RATE” audio alert.
The outer boundary is desensitized when the aircraft is above the
glideslope beam to prevent unwanted alerts when the aircraft is capturing
the glideslope or repositioning to the center line from above.
Penetration of the inner boundary activates the flashing red PULL UP
switch/lights. The audio warning “WHOOP, WHOOP, PULL UP” sounds
continuously and is not silenced until the rate of descent has been
corrected.
Mode 1 – Excessive Descent Rate

“Sinkrate”
2500
“Pull Up”
Radio Altitude (ft)
e”
2000
at
kr
in
1500
“S
1000 “Pull Up”

500
PRM279_17_021
0
0 2000 4000 6000 8000
Descent Rate (ft/min)
Figure 17.22 Mode 1: Excessive Descent Rate
Mode 2: Excessive Terrain Closure Rate
Mode 2 alerts are generated when the aircraft is closing with terrain at an
excessive rate. It is not necessary for the aircraft to be descending to
produce a Mode 2 alert.
Level flight or even a climb toward obstructing terrain can result in a
hazardous terrain closure rate. The EGPWS computes the terrain closure
rate by monitoring radio altitude, vertical speed, barometric altitude,
aircraft configuration, and by comparing the aircraft’s position to the
EGPWS databases.

Mode 2 has two submodes referred to as Mode 2A and Mode 2B. The
active submode is determined by aircraft configuration.
Mode 2A: Excessive Closure Rate – Flaps Not LDG Config

Mode 2A is enabled when flaps are not in the landing configuration. If the
aircraft penetrates the Mode 2A alerting envelope, the audio message
‘TERRAIN, TERRAIN” sounds and the GND PROX switch/lights flash
amber. If the aircraft continues to penetrate the envelope, the audio
message “WHOOP, WHOOP, PULL UP” sounds continuously and the
PULL UP switch/lights flash red until the warning envelope is exited. Upon
exiting warning envelope, the red PULL UP switch/lights are replaced by
the amber GND PROX switch/lights and the audio message reverts to a
continuous “TERRAIN, TERRAIN”. The amber GND PROX switch/lights
will remain illuminated while the aircraft is within the envelope.
As shown in the figure below, the upper boundary of the Mode 2A alert
envelope varies as a function of aircraft speed. As airspeed increases
from 220 KIAS to 310 KIAS, the boundary expands to provide increased
alert times at higher speeds.
Mode 2A – Excessive Terrain Closure Rate “Terrain “Pull Up”

2500 Terrain”
2000
Radio Altitude (ft)
Speed Expansion
1500
”
1000
rain
PRM279_17_022
“Pull Up”
Ter
rrain
500
“Te
0
0 2000 4000 6000 8000 10000
Terrain Closure Rate (ft/min)
Figure 17.23 Mode 2A: Excessive Closure Rate

Mode 2B: Excessive Closure Rate
Mode 2B provides a desensitized alert envelope to permit normal landing
or approach maneuvering without producing unwanted alerts when close
to the terrain. Mode 2B is enabled when:
• Flaps are selected for landing
• Aircraft is performing an ILS approach and is within 2 dots of both the
localizer and glideslope center lines
• During the first 60 seconds after takeoff
If the aircraft penetrates the Mode 2B envelope with either the gear or
flaps not in the landing configuration, the audio message “TERRAIN,
TERRAIN” sounds and the amber GND PROX switch/lights flash. If the
aircraft continues to penetrate the envelope, the red PULL UP
switch/lights flash and the audio message “WHOOP, WHOOP, PULL UP”
is repeated continuously until the warning envelope is exited.
If the aircraft penetrates the Mode 2B envelope with both gear and flaps in
the landing configuration the audio message “TERRAIN, TERRAIN” is
repeated until the envelope is exited.
2500
5
Mode 2B – Excessive Terrain Closure Rate
2000
Radio Altitude (ft)
1500 On ILS With 2 Dots Deviation
“Terrain
1000
“Terr Terrain”
ain T
errain “Pull Up”
”
PRM279_17_023
500
“Pull Up”
0 On ILS With Gear Or Flaps

0 2000 4000 6000 8000 10000
Not In Landing Configuration
Terrain Closure Rate (ft/min)
Figure 17.24 Mode 2B: Excessive Closure Rate

Mode 3: Altitude Loss After Takeoff
Mode 3 provides alerts when the aircraft altitude decreases immediately
after takeoff or during a missed approach procedure. The amount of
altitude loss permitted before an alert is generated is a function of the
height of the aircraft above the terrain.
Mode 3 is enabled after takeoff or during a go-around when the landing
gear is up and the flaps are in other than the landing position. Mode 3 is
disabled when the EGPWS computer determines that the aircraft has
gained sufficient altitude and is no longer in the takeoff or go-around
mode.
When the aircraft penetrates the Mode 3 boundary the audio message
“DON’T SINK” sounds and the amber GND PROX switch/lights flash.
The flashing GND PROX switch/lights remain active until a positive rate of
climb is re-established.
Mode 3 – Altitude Loss After takeoff “Don’t Sink”

2500
2000
Radio Altitude (ft)
1500
1000
“Don’t Sink”
PRM279_17_024
500
0
0 200 400 600
Altitude Loss (ft)
Figure 17.25 Mode 3: Altitude Loss After Takeoff

Mode 4: Unsafe Terrain Clearance
Mode 4 provides alerts and warnings for insufficient terrain clearance
during climbout, cruise, initial descent or approach. Alerts and warnings
are based upon radio altimeter data and by comparing the aircraft’s
position with EGPWS computer databases. Increased aircraft speed will
automatically expand the warning envelope to provide improved warning
times. Mode 4 exists in three forms: 4A, 4B and 4C.
Mode 4A: Unsafe Terrain Clearance – Gear UP

During cruise, Mode 4A prevents inadvertent flight into terrain where the
terrain is not rising significantly or the aircraft is not descending at an
excessive rate. During approach, Mode 4A provides alerting for protection
against an unintentional gear-up landing.
As shown below, the standard upper boundary for Mode 4A is 500 ft RA. If
the aircraft penetrates the boundary with the landing gear retracted, the
audio message “TOO LOW GEAR” sounds and the amber GND PROX
switch/lights flash. Above 190 KIAS, the upper boundary increases linearly
with airspeed. When airspeed is equal to or greater than 250 KIAS the
upper boundary is set at 1000 ft (radio altimeter). When the upper
boundary is penetrated, the amber GND PROX switch/lights flash and the
audio message “TOO LOW TERRAIN” sounds.
Min Terrain Clearance (Feet)
1500
MODE 4A Unsafe Terrain Clearance (Gear Up) 1400 Unsafe Terrain Clearance
1300 Gear Up, Flaps Up
1200
1100 Too Low Terrain Warning Area
1000
900
“Too Low 800 Too Low Gear
700
Terrain” 600 Warning Area
Aircraft Slowed To 500
400
Less Than 190 kt. 300
200
100
PRM279_17_025
0
0 100 200 300 400
Computed Airspeed (kt)
“Too Low Terrain” “Too Low Gear”
Runway
Figure 17.26 Mode 4A: Unsafe Terrain Clearance – Gear UP

Mode 4B: Unsafe Terrain Clearance – Gear DN/No Flap
Mode 4B provides audio alerts and visual warnings when the aircraft is on
approach with the landing gear down but the flaps not positioned for
landing.
When the upper boundary of 1000 ft (radio altimeter) is penetrated with
the landing gear down but flaps not positioned for landing, the amber GND
PROX switch/lights flash and the audio message “TOO LOW TERRAIN”
sounds.
When the aircraft speed decreases to less than 159 KIAS and the lower
boundary of 245 ft (radar altimeter) is penetrated, the amber GND PROX
switch/lights flash and the “TOO LOW FLAP” audio alert sounds.
The amber GND PROX switch/lights continue to flash and the audio alerts
sound continuously until the flight condition has been corrected. The “TOO
LOW GEAR” alert takes priority over “TOO LOW FLAPS”.
Selection of the FLAP OVRD switch/light will silence the “TOO LOW
FLAPS” audio alert.
Mode 4B Unsafe Terrain Clearance 1500

Min Terrain Clearance (Feet)
(Flaps Not Configured For Landing) 1400 Unsafe Terrain Clearance Gear Down,
1300 Flaps Up
1200
1100
1
1000 Too Low Terrain
900 Warning area
800
700
“Too Low 600 Too Low Flaps
Terrain” 500 Warning Area
Aircraft Slowed To Less 400
Than 159 kt. Gear Down 300
200
100
0
PRM279_17_026
0 100 200 300 400
Computed Airspeed (kt)

“Too Low Terrain” “Too Low Flaps”
Runway
Figure 17.27 Mode 4B: Unsafe Terrain Clearance – Gear DN

Mode 4C: Unsafe Terrain Clearance at Takeoff
Mode 4C is based on a minimum terrain clearance or floor that increases
with radio altitude during takeoff. It is active after takeoff or go-around
when the landing gear and flaps are not in the landing configuration. Mode
4C alerts the pilot when the terrain is rising more steeply that the aircraft is
climbing by flashing the amber GND PROX switch/lights and sounding the
“TOO LOW TERRAIN” audio warning.
3000
Mode 4C – Unsafe Terrain Clearance At Takeoff 2800 Unsafe Terrain Clearance
Minimum Terrain Clearance (ft)
2600 Gear Up, Flaps Up

2400 -1500 ft/min rate
2200
-Takeoff Over Flat Terrain Or Water
“Too Low Terrain” 2000
1800
1600 Warning Area (> 250 kt)
1400
1200 Warning Area
1000
(< 190 kt)
PRM279_17_027
800
“Too Low Terrain” 600
400
200
0
0 400 800 1200 1600 2000 2400
4 2800
Radio Altitude (ft)
Figure 17.28 Mode 4C: Unsafe Terrain Clearance at Takeoff

Mode 5: Below Glideslope Deviation Alert
Mode 5 alerts the flight crew when the aircraft’s flight path descends below
the ILS glideslope. There are two Mode 5 alerts.
The first alert occurs between 1000 ft and 150 ft (radio altitude) when the
aircraft is more than 1.3 dots below the ILS glideslope. It is called a ‘soft’
alert because the audio volume of the “GLIDESLOPE” alert is
approximately half that of the second alert. The amber GND PROX
switch/lights flash continuously.
The second alert boundary occurs between 300 ft and 150 ft (radio
altitude) with greater than 2 dots deviation below the glideslope. It is called
a loud or hard alert because the “GLIDESLOPE” audio alert is
approximately twice as loud as the first alert. The amber GND PROX
switch/lights flash continuously.
With both glideslope alerts, the flashing of the amber GND PROX
switch/lights and audio repetition rate are increased as glideslope
deviation increases and radio altitude decreases.
Pushing either GND PROX switch/light while the aircraft is below 1000 ft
(radio altitude) inhibits the Mode 5 alerts and warnings and a GS CANCEL
status message is posted on EICAS. Modes 1 through 4 alerts have
priority over Mode 5 alerts.
Mode 5 - Excessive Glideslope Deviation

Minimum Terrain Clearance (Ft)
Mode 5 Below Glideslope Alert

1000 Gear Down
900
800
Glideslope 700 Soft
Soft Hard
Beam 600 Alert
“Glideslope” “Glideslope” 500 Area
Center
400
300
200
Hard
100 Alert Area
0
PRM279_17_028
0 1 2 3 4
Glideslope Deviation (Dots Fly Up)
Runway
Soft Alert Area Hard Alert Area
Figure 17.29 Mode 5: Below Glideslope Deviation Alert

Mode 6: Descent Below Minimums/Excessive Bank Angle
Mode 6 supplies audio alerts and callouts for descent below predefined
altitudes, decision height (DH), minimums, approaching decision height
and approaching minimums. If the aircraft descends below the DH, the
audio message “MINIMUMS” sounds.
Altitude callouts on the approach (“APPROACHING MINIMUMS’, “500”,
“200”, “100”, “50” etc.) are programmable. The audio callouts are defined
by the customer airline.
An optional excessive bank angle alert for this mode is available. An audio
warning “BANK ANGLE” sounds when excessive bank angle is
experienced. The aural alert “BANK ANGLE” is given twice and is then
suppressed. If the bank angle is increased by an additional 20% the aural
alert will be reactivated.
Excessive Bank Angle Warning

Air Transport
2500 Bank Angle
Curve
Terrain Clearance (ft)
“Bank Angle
Bank Angle”
PRM279_17_029
150 ft
200
30 ft
0
0 +/-10 +/-20 +/-30 +/-40 +/-50
Roll Angle ( +/- Degrees)
Figure 17.30 Mode 6: Below Minimums/Excessive Bank Angle


Mode 7: Windshear Detection and Recovery System
Mode 7 monitors for windshear conditions during the approach from 1500
to 10 ft radio altitude and takeoff from 10 to 1500 ft radio altitude.
Windshear Alert or Caution (increasing performance)

When the EGPWS computer detects increasing headwinds or updraft
conditions that typically exist on the leading edge of a microburst, the
following will occur:
• An amber WINDSHEAR message along with the Alpha Margin
Indicator (AMI) pitch limit indicator will be displayed on both PFDs
• No escape guidance is provided
• If TOGA is selected the autopilot will disengage and the flight director
command bars will be displayed for GA mode
Windshear Warning (decreasing performance)

When the EGPWS computer detects tailwind and downdraft conditions
which exceed predetermined threshold limits, the following will occur:
• Audio warning “WINDSHEAR, WINDSHEAR, WINDSHEAR” sounds
• A red WINDSHEAR message will appear on both PFDs
• Alpha margin indicator (AMI) will appear on both PFDs
• Flight director escape guidance is provided automatically
• Autopilot disengages 2 seconds after windshear detected, during
those 2 seconds, the autopilot will follow the windshear escape
guidance
NOTE
Windshear warnings take priority over all other audio
alerts and warnings except a stall warning.

Mode 7 – Excessive Windshear Detection Updraft (ft/min)

3000
Caution
Windshear
2000 Area
1000
Decreasing Increasing
6 4 0 0 2 4
Headwind Headwind
(kt/sec) 1000 (kt/sec)
Windshear
2000
Warning
Area 3000
Windshear
Microburst Downdraft (ft/min)
Caution
PRM279_17_030
“Windshear
Windshear
Windshear”
Runway
Figure 17.31 Mode 7: Windshear
10 10
PRM279_17_031
WINDSHEAR WINDSHEAR
10 10
Figure 17.32 Mode 7: Windshear Alerts and Warnings

Traffic Surveillance System
Description
The traffic surveillance system (TSS) includes the traffic alert and collision
avoidance system (TCAS).
The TCAS is an airborne system that interrogates the air traffic control
transponders of nearby aircraft to identify and display potential and
predicted collision threats. The TCAS monitors a radius of approximately
40 nm (75 km) around the aircraft and listens for other aircraft
identification codes (squitters), then transmits Mode C and Mode S
interrogations to determine the degree of threat from the aircraft in the
vicinity.
The system computes range, bearing and closure rates of other Mode S
transponder equipped aircraft. The TCAS can track and monitor up 150
Mode S targets and can display up to 30 aircraft simultaneously.
The TCAS generates two types of advisories:
• Traffic advisory (TA) – Provides approximately 45 seconds warning
before collision
• Resolution advisory (RA) – Provides approximately 30 seconds
warning before collision
These advisories are always displayed on the PFD and may be displayed
on the MFD when selected from the DCP.

Display Threat Levels and Data Tags

THREAT THREAT LEVEL
SYMBOL COLOR CAUSE
LEVEL DEFINITION
+01 RED Resolution Intruding airplane 25 Intruding airplane is above by
Advisory (RA) seconds from closest 100 ft and descending at
point of approach least 500 ft/min
+00 AMBER Traffic Intruding airplane 35 Intruding airplane level
Advisory (TA) seconds from closest with and not climbing or
point of approach descending
CYAN Proximate Any traffic within Traffic below 1,200 ft and
Traffic
PRM279_17_032
í surveillance range and climbing at least 500 ft/min
±1,200 ft vertical
+27 CYAN Other Traffic Any traffic within TCAS Traffic above 2,700 ft and
range limit descending at least 500 ft/min
Figure 17.33 TCAS Symbols

The TCAS includes the following components:
• Directional antenna – The directional antenna is installed on the top
of the fuselage and is connected to the transceiver. The antenna has
four elements with one located at each of the cardinal 90° points.
When the TCAS transmits interrogations, the received replies are then
processed to determine azimuth and place the target on the display.
• Omnidirectional antenna – The omnidirectional antenna is installed
at the bottom of the fuselage and is connected to the transceiver. The
omnidirectional antenna responds equally to signals from any direction
and is used to send the interrogation signals in Mode C and Mode S.
• External compensation unit (ECU) – The ECU in installed in the
avionics bay and is used to store aircraft specific configuration data for
the TSS system operation. This information can be loaded or
programmed by the RTU or by the FMS CDU.
• Transceiver – The TSS transceiver is located in the avionics bay and
is the main component of the TSS system. It contains all the logic for
receiving, transmitting, signal processing for interfacing with the
Mode S transponder, radio altimeters, RTUs, PFDs, MFDs, and the
EICAS.
TSS Modes and Operation
The TSS operation includes the following three Modes:

• TCAS/Mode S – The ground installation receives the aircraft IDENT
code, range, bearing, altitude, and maneuver intent from the TCAS
equipped aircraft. The ground station can also control the sensitivity of
the Mode S transponders and adjust their reply probabilities.
• Mode C – In this configuration, the TCAS interrogates the other
aircraft in Mode C to derive range, bearing and altitude information.
The TCAS will provide the resolution advisory information.
• Mode S – When the intruder aircraft has a Mode S transponder
installed, the TCAS can receive the aircraft ID, range, bearing and
altitude. In this case, avoidance maneuver coordination will be
performed between the two aircraft.

The TSS transceiver interrogates the transponders of other aircraft to
gather the altitude, range, relative speed, and bearing of those aircraft.
With this information, the transceiver computes and determines the
trajectory of all the aircraft in the vicinity. Then, it compares to its own
trajectory to determine if any conflict exists.
The TSS generates two levels of warning advisories:
• Traffic advisory (TA) – The TA is issued to indicate the relative
positions of intruding aircraft that are about 45 seconds from the
closest point of approach.
The TA allows the flight crew an opportunity to visually locate the
intruding aircraft. This is noted by a “TRAFFIC, TRAFFIC” aural and a
visual annunciation of altitude, range, and bearing information on the
PFD displays or can be displayed on the TCAS page of the MFD if
selected from the DCP. The icon representing the offending aircraft is
also changed.
• Resolution advisory (RA) – An RA is issued approximately
30 seconds before collision. The TCAS will issue an RA and direct the
pilot to climb, descend, or maintain the current vertical rate. The
coordination is done through the active Mode S transponder on the
aircraft using the Mode S data link function.
This information will be related aurally and via a visual annunciation
on the PFD displays. The icon representing the offending aircraft is
also changed again.
If an RA is issued and both aircraft are TCAS equipped, then the
TCAS and transponder of both aircraft coordinate which aircraft goes
up and which goes down.
If enabled, the automatic dependant surveillance-broadcast (ADS-B)
allows for traffic information to be made available without interrogations.
The transponder function of the TSS takes its own position, velocity, track,
and flight ID information and makes it available at a periodic basis for
anyone to receive. Either a ground station or another aircraft may read this
information and use it for one of many defined applications. A TSS will
merge the ADS-B messages it receives with TCAS targets and send them
to the displays.

TCAS Aural Alerts
The TCAS system gives an aural RA over the aircraft flight deck audio
system or an independent speaker system in addition to the RA that
shows on the PFD. If the TCAS senses that the other aircraft is not
responding in the planned manner, it will issue opposite corrective
commands. For example, if the TCAS issues a descent but the other
aircraft also descends, the TCAS will issue a corrective climb command.
The following table lists the TCAS aurals and gives a brief description of
each.
TCAS AURAL ALERTS

VOICE
ADVISORY PROPER PILOT RESPONSE
MESSAGE
Clear “Clear of Resume normal flight, apparent conflict of airspace
Conflict” has been resolved.
Traffic Gain visual contact of traffic. Check TCAS display for
traffic bearing and range, if necessary. Assess the
“Traffic, Traffic”
threat and prepare to execute the evasive maneuver
TCAS issues.
Preventative Be alert for approaching traffic. Ensure that the aircraft
“Monitor
RA pitch attitude or vertical speed does not enter the red
Vertical Speed”
zone on the attitude display or vertical speed scale.
Maintain present pitch or vertical speed and direction.
“Maintain
Ensure that the aircraft pitch or vertical speed does not
Vertical Speed
enter the red zone on the attitude display or vertical
Maintain”
speed scale.
A flight path crossing is predicted, but being monitored
“Maintain
by TCAS. Maintain present pitch or vertical speed and
Vertical Speed
direction. Ensure that the aircraft pitch or vertical
Crossing
speed does not enter the red zone on the attitude
Maintain”
display or vertical speed scale.
“Level Off, Reduce vertical speed to 0 ft/min. A green arc will be
Level Off” illuminated beginning at 0 ft/min.
Figure 17.34 TCAS Aural Alerts

TCAS AURAL ALERTS
VOICE
ADVISORY PROPER PILOT RESPONSE
MESSAGE
Corrective Change vertical speed to 1500 ft/min climbing or as
“Climb, Climb”
RA indicated on attitude display or vertical speed scale.
“Climb, Same as previous except that it indicates that the flight
Crossing Climb paths will cross at some altitude.
Climb,
Crossing
Climb”
“Descend, Same as CLIMB except that a descending vertical
Descend” speed is indicated.
“Descend, Same as previous except that it further indicates that
Crossing flight paths will cross at some altitude.
Descend
Descend,
Crossing
Descend”
“Level Off, Reduce vertical speed to 0 ft/min. A green arc will be
Level Off” illuminated beginning at 0 ft/min.
“Increase This follows a CLIMB advisory. The climb pitch or
Climb vertical speed should be increased,
Increase typically to 2500 ft/ min, as shown on the attitude
Climb” display or vertical speed scale.
“Increase This follows a DESCEND advisory. The descent pitch
Descent or vertical speed should be increased,
Increase typically to 2500 ft/min, as shown on the attitude
Descent” display or vertical speed scale.
“Climb, Climb This follows a DESCEND advisory. This advisory
Now Climb, indicates that a reversal of vertical speed from descent
Climb Now” to climb is needed to provide adequate separation.
“Descend, This follows a CLIMB advisory. This advisory indicates
Descend Now that a reversal of vertical speed from climb to descent
Descend, is needed to provide adequate separation.
Descend Now”
Figure 17.34 TCAS Aural Alerts

TCAS Control
The TCAS is controlled from the RTU top level page and the TCAS main
display page. Both RTUs have control over the TSS transceiver through
the transponder.
The TCAS main display page controls both the TCAS computer modes
and the display modes. If the TCAS main display page is displayed when
the ATC transponder becomes unavailable, the display reverts to the
cross-side radio tuning inoperative page.
The TCAS is controlled from the RTU top level page and main display
page. Both RTUs have control over the TSS transceiver through the
transponder. Each RTU has the following TSS control selections and
indications:
• TCAS line select key – Used to select TCAS mode.
• TCAS mode display – TCAS modes are displayed as TA/RA, STBY or
TA ONLY (traffic advisory targets).
• Absolute relative altitude – The active absolute relative altitude
selections are displayed (alt format annunciator) as ABS (absolute) or
REL (relative) when elected with the altitude format line key. If the
TCAS absolute/relative altitude control is enabled in the configuration,
the absolute/relative altitude (intruder alert) is controllable on the
TCAS main display page and displayed accordingly on the TCAS top
level page.
• TCAS mode line key – When selected, the TCAS modes are
displayed as TA/RA (traffic and resolution advisories), STBY, or TA
ONLY (traffic advisory targets).
• Altitude (ALT) format line key – Used to change the altitude selection
from relative (REL) to absolute (ABS). In REL mode only the
difference in altitude between the aircraft and the targets are displayed
on the MFD. In ABS mode, your aircraft altitude is displayed on the
bottom left corner of the MFD and target altitude is displayed next to
the symbol.
• RANGE select and display – The selected range is displayed on the
MFD and defaults to the 20 position. Rotating either the inner selector
knob on the DCP will select one of the following range within its set of
range 5/10/20/40 nautical miles. Clockwise rotation selects increasing
ranges and counterclockwise rotation selects decreasing ranges.
• TRAFFIC display line key – Used to select the TRAFFIC display. The
selections are ON (all traffic will be displayed) and OFF (only threat
traffic will be displayed. A diamond symbol is also displayed next to
the TRAFFIC label indicating the type of traffic this selection affects.
• ABOVE and BELOW line keys – Used for the TCAS altitude select.
The ABOVE key selects the ABOVE altitude mode. The BELOW key
selects the BELOW altitude mode. When both ABOVE and BELOW
are selected, the unrestricted altitude mode is enabled. When neither
key is selected, the NORM annunciation is highlighted. When
climbing, ABOVE would show targets from 2700 ft below to 9900 ft
above. When descending, BELOW would show 2700 ft above and
9900 ft below. The NORM position will show targets 2700 ft above and
2700 ft below.
• TEST line key – Generates advisory displays on the PFD and MFD,
while the system is being checked. At the end of the test it generates
an aural annunciation TCAS test OK or TCAS test FAIL.
BRT
ID
IDENT
COM1
119.900 130.220
DME-H
NAV1
116.30 110.50
113.50H
1/2
TCAS
ATC1 TCAS Line Key
4126 RPLY TA/RA
REL
PRM1_10_054
CRJ1000A TCAS Mode

Annunciators
Figure 17.35 RTU – TCAS Top Level Page

Mode Altitude
Annunciator Range Keys
BRT
ID
IDENT
Mode TCAS
Line Key TA/RA STBY ABOVE
TA ONLY DME-H
NORM
ALT
Altitude Format REL ABS BELOW
Line Key 1/2
TRAFFIC
ON OFF TEST
Return RETURN
Line Key
PRM1_10_055
Other Traffic Test
Annunciator Line Key
Figure 17.36 RTU – TCAS Main Page
Format/Range Selector Knob
BRG FORMAT RANGE
NAV
SOURCE
PRM279_17_036
RDR/TERR TFC
TCAS Traffic Pushbutton
Figure 17.37 DCP – TCAS Controls

TCAS Displays
The PFD will display the TCAS mode of operation and a visual TRAFFIC
warning. It will either be, yellow for a TA, or red for a RA, above and to the
left of the vertical speed scale. When an RA condition exists, red and
green arcs will be displayed on the vertical speed scale.
The VSI shows the appropriate vertical maneuver to avoid the threat and
provides vertical guidance to maintain safe vertical separation. The vertical
maneuver is also accompanied by TCAS voice warnings. The MFD will
display a TCAS screen when selected with the TFC button or the format
knob on the DCP. The screen ranges are 5, 10, 20, and 40 nm.
NOTE
The TCAS resolution advisory programs are based on

the pilot initiating the RA maneuver within
approximately 5 seconds. If an additional corrective
resolution advisory is issued (e.g. a reversal), the
maneuver must be initiated within 2.5 seconds.
TRAFFIC Traffic Resolution

24 W 4
21 12
S
30
2.2
PRM279_17_033
15
33
Vertical Escape
Guidance
12
1 2 4
N
E 3
6
Figure 17.38 PFD – TCAS Indications

Weather Radar
Description
The Collins WXR-840 is a solid-state, low-power, X-band weather radar
system. The radar is used for weather detection and ground mapping.
The standard radar installation has one control panel located on the center
pedestal. Radar can be presented on both MFDs at the same time if the
MFD ranges are set the same.
With the optional second control panel, the pilot and copilot can operate
the radar at different ranges and antenna tilt elevations.
Weather Radar Control Panel
• Mode select knob

• Receiver gain and ground clutter suppression knob
• Sector scan switch
• Transfer switch
• Stabilization switch
• Tilt control knob
Mode Select Switch
The rotary mode select switch is used to select the following modes of
operation.
The OFF mode inhibits the transmitter and parks the antenna facing
forward. The cyan RADAR OFF message is displayed on the radar mode
line on the MFD.
When TEST mode is selected, the radar system completes a self-test of
the internal components and the antenna operation. The transmitter does
not transmit. The MFD radar test pattern consists of six equally-spaced
colored bands.

In MAP mode, the system provides a radar picture of the terrain forward of
the aircraft. In MAP mode, path attenuation correction alerts (PAC) and
ground clutter suppression (GCS) are disabled.
In the WX mode, the radar system operates as a weather radar.
GAIN Control
The gain control knob performs two functions, gain control and ground
clutter suppression.
The seven position GAIN rotary knob is used to manually adjust the color
presentation of the radar picture. NORM is a calibrated setting that
presents the best color presentation for most conditions. The pilot can
change the gain setting to modify the radar presentation. Each setting
from NORM changes the sensitivity one color level. To ensure accuracy of
presentation, the GAIN knob should always be returned to NORM.
Selecting the button in the center of the GAIN knob when operating in the
WX mode activates ground clutter suppression (GCS). GCS decreases
the intensity of the ground returns on the radar display. By de-cluttering
the presentation, precipitation returns can be assessed more accurately.
When selected, the GCS is activated for 12 seconds only. The cyan
message +GCS is presented on the MFD radar mode line when the GCS
is activated.
Sector Scan Transfer Stabilization

Pushbutton Pushbutton Select Pushbutton
Gain Control
Knob
SEC XFR STAB
GAIN
NORM
-1 +1 TEST MAP TILT
OFF WX
PRM279_17_037
-2 +2
-3 +3
Mode Select Knob Antenna Tilt Knob
Figure 17.39 Weather Radar Control Panel

Radar Information Line
WX + GCS G+3 T + 5.0 A

VOR 1 CRS 289 VOR 2 CRS 329
YUL 15.3NM YJN 10.3NM
PRM279_17_038
TTG :00 TTG :00
289 30
W
Figure 17.40 MFD Radar Information Line
TILT and AUTOTILT Control
The TILT control knob allows the pilot to select the tilt elevation of the
antenna or, by pressing the button in the center of the knob, the autotilt
feature.
The antenna stabilization in normal operations is oriented with the horizon.
The rotary TILT knob is used to adjust the antenna elevation ±15°.
The antenna tilt angle is displayed in cyan on the right side of the MFD
radar mode line. The letter “T” is displayed before the tilt angle.
The autotilt button is used to automatically adjust the antenna elevation for
different altitudes and ranges.
When autotilt is on and a different range is selected or the aircraft changes
altitude, the system automatically tilts the antenna to maintain the same
relationship between the beam deflection and the display.
A cyan ‘A’ message is displayed on the MFD radar mode line.

Antenna Stabilization
In normal operations, antenna elevation is automatically adjusted to
maintain the orientation of the antenna to the horizon. The antenna
stabilization signal comes from the AHRS or IRS. The STAB pushbutton
engages or disables the automatic stabilization function.
If the antenna becomes unstabilized, an amber USTB message is
displayed on the radar line. When the STAB button is selected, the
antenna is oriented with the longitudinal axis of the aircraft and the amber
message is replaced with a cyan USTB. The pilot can still manually control
the tilt for the best radar presentation.
Sector Scan
There are two sector scan selections, 60° each side of the nose or 30°.
In the standard installation, the radar image is refreshed in both directions
of the sweep.
In the dual installation, the radar presentation is refreshed on alternate
sweeps. This allows the pilot and copilot to operate the radar at different
ranges and tilt settings.
Ground Clutter Suppression Gain Selection Antenna Tilt
WX + GCS G+3 T + 5.0 A

VOR 1 CRS 289 VOR 2 CRS 329
YUL 15.3NM YJN 10.3NM
PRM279_17_039
TTG :00 TTG :00

289 30
W
Figure 17.41 MFD Radar Information Presentation

Transfer Control
In the standard single-radar installation, the XFR button determines which
pilot has control of the radar range selection. The pilot with the white MFD
range markers has control of the radar set.
Amber range markers are provided at the noncontrolling pilot’s MFD. The
noncontrolling pilot must select the same range as the other pilot to have a
radar presentation. If any other range is selected, the message RADAR
NOT AT THIS RANGE is displayed.
For dual installations, should a control panel fail, the XFR switch is used to
transfer all radar control to the other weather radar control panel. When in
XFR, the radar line on the MFD become amber and an ‘X’ appears in front
of the mode line.
Transfer Pushbutton
SEC XFR STAB
GAIN
NORM
-1 +1 TEST MAP TILT
OFF WX
PRM279_17_040
-2 +2
-3 +3
Figure 17.42 Weather Radar Control Panel – XFR Pushbutton
Radar MFD presentation is controlled at the DCP. The DCP FORMAT

knob allows the pilot to select the radar page and the RDR/TERR select
pushbutton allows the radar to be overlaid on other MFD formats. The
DCP RANGE knob is used to select the range on the MFD.
RDR/TERR Select Pushbutton

The RDR select switch allows radar to be overlaid on NAV SECTOR and
FMS MAP. A second selection of the switch removes the radar
presentation.

FORMAT Knob
The DCP FORMAT knob can be used to select the MFD radar format.
Format/Range Selector Knob

BRG FORMAT RANGE
NAV
SOURCE
PRM279_17_042
RDR/TERR TFC
Radar Select Pushbutton
Figure 17.43 DCP – Radar Controls
WX
UTC 16:13 TAS 0 GS 0 SAT 15 TAT 15
:
YUL 0NM :
HOKKE 24NM 0:05 :
THURO 41NM 0:08 :
CYYZ 278NM 0:54 :
243
24
W
21
30
YOW
160
AGLIN
THURO
YMX
HOKKE
PRM279_17_041
SLK YUL
80
CYUL
Figure 17.44 MFD Radar Presentation

Path Attenuation Correction and Alert
The PAC feature compensates for the radar energy that is absorbed as
the beam penetrates a precipitation cell. When the radar detects weather
formations that could cause energy to be absorbed and possibly give a
false return, the radar sensitivity is corrected.
If the precipitation cell is of sufficient dimension to use the full range of
attenuation correction, a condition known as PAC alert occurs. The yellow
PAC alert arc informs the pilot that the radar beam is being severely
attenuated, and that the area of shadow behind the intervening rainfall
may contain hidden and possibly significant precipitation. Avoid flight into
the area between the displayed weather and the yellow PAC alert.


Global Positioning System
Description
The global positioning system (GPS) is a 12-channel receiver that
provides the flight management system with GPS-based on-route and
terminal navigation and GPS-based approach capability. With data from
more than four satellites received, the GPS sensor can improve the fault
tolerance and accuracy of the navigation solution by using receiver
autonomous integrity monitoring (RAIM) and fault detection and exclusion
(FDE) to detect satellite failures.
A minimum of four satellites with acceptable geometry or three satellites
plus calibrated barometric altitude are needed to calculate a navigation
solution. The GPS receiver can also provide predictive RAIM which can be
used to find whether the satellite geometry at the destination airport will be
sufficient enough to support an approach at the planned time of arrival.
The computed position, velocity and time are input to the FMS which
integrates the date in the flight plan based navigation solution
In the basic configuration, the GPS receiver, or global navigation satellite
system (GNSS) sensor, processes the transmissions from multiple GPS
satellites to calculate navigation solutions based on data from all satellites
in view. A GNSS receiver uses the GPS satellites and ground station
signals to calculate position, speed and time.
An optional GNSS receiver can detect and process corrective information
from the space based augmentation system (SBAS) for improved
accuracy. The advance GPS based system means a GNSS receiver
operating in SBAS coverage has stand alone, satellite only, approach and
navigation capability.
There are several GPS systems in orbit with only one SBAS coverage
approved for aerospace navigation. The FMS provides selectable access
to GNSS which includes the navigation satellites and ground systems to
support specific phases of flight. All GPS/GNSS date is accessed through
the FMS CDU.
The basic GNSS sensor can provide GPS non precision approach
capabilities. The optional GNSS SBAS sensor provides non-precision
approach and precision approach capabilities.

U.S. GPS
The GPS has three main segments:

• Space segment
• Control segment (ground)
• User segment
GPS Space Segment
The space segment of GPS is made up of 24 NAVSTAR satellites. Twenty

one are operational at all times and three are spares. The satellites:
• Are in a 10,900 mile-high orbit
• Are in six orbital planes with three to four satellites in each plane
• Have a 12-hour orbit
• Are spaced to provide a minimum of four satellites in view at all times
• Have atomic clocks and transmit on two coded frequencies
GPS Control Segment
The control segment monitors the space segment and adjusts the orbits
when operationally required. It includes five ground stations around the
world. One is the master control station, the others are monitor stations.
The monitor stations passively track all satellites in view and acquire range
data from them. This data is forwarded to the master control station. The
master control station uses the data from the monitor stations to estimate
satellite orbit and clock data. This information is transmitted to the
satellites and down to the users as a navigation message.

Satellite Based Augmentation System
The satellite based augmentation system (SBAS) improves the GNSS

position accuracy, integrity and availability with additional corrections that
augment the GNSS. SBAS coverage in North America is a combination of
wide area augmentation system (WAAS) satellites and a network of
ground stations providing WAAS capability. The SBAS also has the
capability to receive information from the:
• European geostationary navigation overlay system (EGNOS) in
Europe
• Satellite navigation augmentation system (SNAS) in China
• GPS and GEO-augmented navigation system (GAGAN) in India
• Multifunction satellite augmentation system (MSAS) in Japan
SBAS error correction compensates for ionospheric, time and satellite
orbit errors. The enhanced signal accuracy allows the GNSS to used as
an independent navigation system with GNSS approaches.
GPS User Segment and FMS Interface
The FMS uses the signal from the positioning satellites as a navigation
sensor to upgrade its own position.
A minimum of three satellites is required for two-dimensional calculations
and four satellites are required for three-dimensional calculations.
The GPS sensor can use all available navigation sensors (GPS,
DME/DME, VOR/DME and IRS if installed) and weighs the information
prior to use in aircraft position calculations. VOR sensor function is
automatically disabled at FMS startup. GNSS (GPS), because of its
accuracy, is normally the primary sensor.
Aircraft equipment consists of single or optional dual GPS installations. All
installations are capable of receiving the US global positioning system
information.
The FMS CDU provides the pilot with access to GPS data and control
settings. Consult your FMS handbook for specific details.


Flight Management System
Description
The flight management system (FMS) is an integrated navigation system
that provides worldwide point-to-point and great circle route navigation.
The FMS uses a combination of distance measuring equipment (DME),
VHF omnidirectional range (VOR), inertial reference system (IRS) and
global positioning system (GPS) signals to accurately determine the
aircraft present position. The system contains a navigation performance
database which stores data for navaids, intersections and airports for the
area the aircraft is operating.
The FMS provides centralized pilot control of the following:
• Lateral navigation with advisory vertical guidance
• Lateral navigation with coupled vertical guidance (optional)
• Flight plan creation and monitoring
• Enroute map display support
• Autopilot steering commands and control signals
• Radio navigation and radio communication tuning and control
• Non-precision approach lateral navigation
• Non-precision approach lateral navigation with vertical guidance
(optional)
• Localizer performance with vertical (LPV) guidance (optional)
The FMS consists of one or two flight management computers (FMCs)
located in the avionics bay and one or two control display units (CDUs)
located in the center pedestal. The FMC collects information from the
navigation sensors and performs all computations, control and command
functions. The CDUs provide:
• Pilot interface for data input and control functions, and
• Display of functions, modes and flight data
Pictorial data is displayed on the multifunctional displays.

The system uses all available sensors and provides the pilot with control
of which sensors are used in the position computation. If no sensor data is
available, the system continues to estimate a dead reckoning position
using heading and true airspeed.
A data loader is used by maintenance personnel to transfer data to and
from the FMS.
NOTE
For complete FMS operating instructions, refer to the
Collins FMS-4200 Flight Management System Pilot’s
Guide.

FMS GNSS CONTROL Page
On GNSS equipped aircraft the CONTROL page allows the pilot to make
the following basic GNSS selections:
• GNSS Control – enable or disable the use of GNSS data in calculating
the FMS blended solution
• STATUS – shows status of each sensor including the difference
between the FMS position and the GNSS position
• NPA RAIM – used to predict if RAIM is available for non-precision
approaches and to deselect satellites that are unusable by NOTAM
FMS GNSS CONTROL

SEQUENCE
<ENABLED> GNSS1 STATUS>
<ENABLED> GNSS2 STATUS>
<NPA RAIM
COMPLETED–––––––––––––– PRM791_02_077
<INDEX
00 RPLY ALT ON
Figure 17.45 GNSS CONTROL Page
Satellite Deselect
Individual satellites can be deselected from use by entering the identifier

for the satellite in the FMS. This function would be used if a satellite is
NOTAMed under test. When deselected, the FMS ignores the data from
the satellite.

Predicted RAIM
If the GPS is going to be used for navigation, the satellite receiver
autonomous integrity monitoring or RAIM can be checked for constellation
accuracy. RAIM is used to assure that the GPS solution (satellite
computation) meets the required accuracy. The accuracy levels are:
• 4.0 nm for oceanic/remote
• 2.0 nm for enroute
• 1.0 nm for terminal
• 0.3 nm for approach
Predicted approach RAIM for the destination is displayed on the CDU
along with arrival time.
The pilot can enter the ETA in the FMS and the predicted APPR RAIM is
calculated. If not available, NOT AVBL is displayed on the CDU.
The destination is automatically entered based on the active flight plan. If
a GPS approach is to be made at an airport other than the destination
shown on the flight plan, the flight plan must be updated.
NON PRECISION
A P P R O A C H R A I M
D E S T N P A R A I M E T A
KORD AVAILABLE 07:05
S A T E L L I T E D E S E L E C T
1 5 10 13 24
PRM1_17_051
––––––––––––––––––––––––
<INDEX GNSS CTL>
Figure 17.46 NON-PRECISION APPROACH RAIM Page

Required Navigation Performance
Required navigation performance (RNP) is a statement of the navigation
performance accuracy necessary for operation within a defined airspace.
The RNP value may be specified by the pilot by entering the value on the
PROGRESS page. On the FMS, position accuracy is automatically
monitored for each phase of flight. The FMS computes its expected
position accuracy based on the sensors in use. The expected position
accuracy (POS ACCURACY) is also displayed on the PROGRESS page.
When flying in RNP airspace, the FMS position error should be less than
the RNP value 95% of the time. If the expected position accuracy error is
more than the RNP value, a message CHK POS is displayed on the FMS
CDU and navigation by other means must be utilized.
PREDICTED PROGRESS 2/2

H E A D W I N D C R O S S W I N D
35 KT R 29 KT
W I N D S A T / I S A D E V
231T/ 45KT -42°C/0°C
X T K T A S
L 0.1 NM 396 KT
PRM1_17_052
P O S A C C U R A C Y
4.5
CHK POS
Figure 17.47 PROGRESS – CHK POS ACCURACY

UPPER RUBBER BOOT, SASK

MOSQUITO MEML
RNP RNAV RWY 07
RUBBER BOOT Radio 122.6 10600°
5500°
RNP RNAV RNV07
MOSQUITO MEML traffic CTAF 123.0 27
0° Apt. Elev 1245’
7700°
MSA
RW 07 WP
243°
063°
6°
18
(LAF)
RW7B
N 67 36.2 W 108 14.5 ° 4.7
186
MA30B
174°
4.9
RNP 0.3
°
18
MA30A RNV07
14 0
0
.8
66
3.9
RW07
12
2.0
7°
CASHS 1 0
RW7A 71° 4. 4°
6
12 .9
RW30B
7°
2
94° 94°
SHAKR 5.7
CRUMM 274 Required

°
RNP Approach
Value (0.3)
RW7B MA30B MA30A RW7A RW07
5700’
10 NM 186° 186°
from (4473’) (4473’)
RW7B 174 1870’
4400’ °
(3173’) (643’)
127
3100’ ° 71° TCH 50’
(1873’)
4.7 4.9 3.9 TDZE1227’
15.5 10.8 5.9 2.0
MISSED APPROACH: Climb to 4000’ via the RNP RNAV missed approach track to CRUMM WP and hold.
STRAIGHT-IN LANDING RWY 07 CIRCLE-TO-LAND

PRM279_17_046
RNP 0.3
DA (H)1495’ (268’) Max DAY NIGHT
FULL ODALS out Kts.
B 3/4 1 120 NOT NOT

AUTHORIZED AUTHORIZED
Gnd speed - Kts 70 90 100 120 140 160
VNAV Angle 3.0 377 485 538 647 755 882
Figure 17.48 Sample RNP Approach Chart

Temperature Compensation
FMS temperature compensation (TEMP COMP) permits the operator to
automatically compensate the altitude constraints and vertical path angles
associated with the approach, the approach transition, and the missed
approach.
TEMP COMP ON/OFF is selectable on the default and TEMP COMP
page.
When TEMP COMP is active, the FMS adds a copyright symbol © to
indicate that temperature compensation is active and being applied to
appropriate altitude constraints. This indication will appear wherever
temperature compensation is occurring. For example, the bottom CDU
message line, MFD or PFD display.
EGKK ACT TEMP COMP

A P P R O A C H A I R P O R T D A T A
S E L A P T O A T
E D D F /EGKK -15°C
I S A D E V
-30°C
T E M P C O M P
ON/ O F F
M S L A L T C O R R C O M P A L T
PRM1_17_060
1500 FT 150 1650 FT

–––––––––––––––––––––––
<INDEX
[ ]
CHECK FPLN ALT
Figure 17.49 TEMP COMP Page

Nav-to-Nav Capability
When the aircraft is within 31 nm of the destination airport, the displays,

autopilot and localizer receiver are all automatically preset and tuned by
the FMS, once selection of a localizer-based approach is made. The FMS
tunes the Localizer frequency, selects it at the preset navigation source
and sets the inbound preset second course.
When the aircraft is in a position to capture the localizer and upon
selection of the flight control system approach mode, The flight control
computer automatically changes the NAV source from FMS to the
localizer.Vertical navigation guidance is provided up to the point of
glideslope capture for an ILS approach to the final approach fix (FAF) for a
localizer-only or localizer back course approach.

Other FMS Selections and Indications
The FMS provides updated CDU information on the following
DEPARTURE/ARRIVAL page selections:
• NDB/DME selection changed to N/D
• VOR/DME selection changed to V/D
• Addition of ARR DATA line select key
• Entering NDB waypoint designator has been updated, e.g. UFXNB is
now entered as UFX
ACT CYUL ARRIVAL 2/5

S T A R S A P P R O A C H E S
F R A N X 5 I L S 2 4 R
330° 1 4 N M
M A I R E 6 R N V 2 8
F M S 1
NDB/DME
O M B R E 8 N / D 2 8
Selection
F M S 1
P L B 6 V / D 2 2 L
———————————————— ——————— —
VOR/DME
A RR DATA > Selection
COMPLETED–––––– ––––––– –
<DEP/ARR IDX LEGS >
00 RPLY ALT ON
ACT KJFK ARRIVAL 1/8

S T A R S A P P R O A C H E S
CAMRN4 RNV Y 04L
330° 1 4 N M
E N E 4 I L S 0 4 L
F M S 1
I G N 8 I L S 0 4 R
F M S 1
L E N D Y 5 I L S 1 3 L
— — — — — — — — — — — — — G N S S B A R O
ARR DATA>
COMPLETED–––––––––––––– ARRIVAL
PRM791_17_061
<DEP/ARR IDX LEGS> DATA

00 RPLY ALT ON
Figure 17.50 FMS Selections and Indications


FMS Vertical Navigation
The FMS has two available modes of vertical navigation (VNAV) –
advisory and coupled:
• In advisory VNAV, the FMS provides advisory displays (on the PFD)
of the vertical deviation, flight plan target altitude and vertical speed
required
• When equipped with coupled VNAV, the FMS additionally provides
steering commands to the flight director (FD) and VNAV plan speed
display of the PFD. Coupled VNAV is selected via the VNAV button on
the FCP
FMS Advisory Vertical Navigation (VNAV)

The FMS is capable of providing vertical guidance for nearly all segments
of flight including FMS approaches. The advisory VNAV feature assists the
pilot in meeting the active flight plan climb, descent and altitude
constraints and provides detailed instruction for top of descent planning.
ACT LEGS
CRJ001 1/3 Pilot Entered Speed
SEQUENCE and Altitude Constraint
R W24L AUTO/INHIBIT
323º 11NM
Y UL 250/ 5000
278º 24NM
H OKKE ---/15000
277º 17NM
T HURO ---/FL190
277º 14NM
A GLIN ---/FL216
- -----------------------
PRM791_17_074
< LEG DATA LEG WIND>
Figure 17.51 VNAV Altitude Constraints

Advisory VNAV is valid when the following conditions are met:
• Advisory VNAV is valid and enabled on the PERF MENU page of the
CDU
• Active flight plan with a TO waypoint exists in the FMS
• Preselected altitude, barometric altitude and airspeed/Mach are all
valid
• FMS is the selected NAV source on the display control panel
PERF MENU
SEQUENCE
<PERF INIT FUEL MGMT>
330° 1 4 N M
<VNAV SETUP FLT LOG>
FLX TEMP
---ºC SEC PERF>
ADVISORY VNAV
ENABLE/DISABLE
PRM791_02_078
VNAV PLAN SPD

<RESUME 250 KT
00 RPLY ALT ON
Figure 17.52 Advisory VNAV Activation

Advisory VNAV information is presented on the PFD, MFD, and CDU. With
NAV selected on the FCP, FMS altitude constraint readout is presented as
a cyan digital readout above the altitude tape. During the climb the next
altitude constraint, time and distance to go and the minimum vertical
speed are presented on the appropriate displays.
During descent advisory VNAV computes the vertical path to each
waypoint that has an altitude constraint providing vertical guidance relative
to the pilot selected vertical path angle (VPA). Waypoint information is
presented similar to the climb with the recommended vertical speed to
reach the next altitude constraint displayed as a bug on the vertical speed
scale.
28 000
M.658 FMS 5000 FMS Altitude
CLB 183 ALTS
220 AP Constraint Readout
30 700
200
20
600
180 3
500
10
160 400
183 29.92 IN
30 33
FMS W 12 4
CRS 323
N
13. 1 NM
24
YUL 4.8
TERM
3
PRM279_17_055
21
12
6
4
S
Recommended Vertical Speed to Cross

Waypoint at the Altitude Constraint
Figure 17.53 PFD VNAV Indications

As the aircraft approaches the top of descent (TOD) point, a vertical
deviation scale appears on the PFD and a snowflake is presented at the
top of the scale indicating the FMS computed VPA. When the aircraft
overflies the TOD, the snowflake tracks downward on the scale.
When the snowflake is centered, the pilot selects the appropriate AFCS
vertical mode and reduces thrust accordingly to start the descent. During
descent when the snowflake is centered, the deviation scale matches the
selected VPA.
For additional information on FMS features, such as advisory VNAV, refer
to the Collins FMS-4200 Flight Management System Pilot’s Guide.
12 000
M.745 FMS 12000
ALT ALTS
AP 200
320 Past the TOD,
10 100
Snowflake Tracks
300 Downward
28 000
280
900
260 10
800
289 29.92 IN
24 W
12 4
PRM279_17_056
FMS 30
CRS 257
21
50. 0 NM
33
YSO 0.0
S
N
15
12
4
3
12
Figure 17.54 Typical Advisory Descent

FMS Coupled Vertical Navigation (VNAV)
Introduction
Enhanced features to support coupled VNAV, LPV and GNSS BARO-
VNAV approaches are now available for the FMS-4200. Coupled VNAV
mode allows the FMS to execute the vertical flight plan by issuing various
commands to the automatic flight control system. Vertical navigation
(VNAV) includes those FMS-managed modes that capture and maintain a
programmed altitude, vertical speed or a descent path automatically
activated from an FMS-loaded vertical flight plan. VNAV is activated by
selecting the VNAV button on the FCP and may be used in all phases of
flight.
Coupled VNAV
In coupled VNAV mode, the FMS provides vertical steering commands to
the FD and VNAV PLAN SPD is displayed on the PFD. NAV is selected via
the VNAV button on the FCP.
The VNAV mode enables the FMS to command various AFCS vertical
modes and to provide references associated with those modes. When
VNAV is selected, a green V is displayed at the beginning of the AFCS
active vertical mode annunciation on the PFD. The green V indicates the
FMS is capable of commanding vertical mode changes.
The FMS supplies multiple VNAV waypoints for each phase of flight. VNAV
helps the pilot comply with the following:.
• Altitude constraints at waypoints
• Speed constraints at altitudes
• Vertical flight profile, as specified by the pilot
The VNAV mode automatically commands the FD to sequence modes and
altitudes. With the integration of VNAV data with the autopilot, the pilot has
full command of the normal autopilot modes (pitch, speed, vertical speed,
altitude hold) while the VNAV mode is active.
Coupled VNAV can capture an altitude to level the aircraft at the flight plan
altitude constraints and begins descent at a planned location, and step
climbs can be initiated with the altitude preselector and selection of
desired climb.

When the airspeed reference is Mach and is being controlled manually
and VCLB becomes the active vertical mode (white SPD becomes green
in VCLB), the flight control computer (FCC) will set the reference speed
bug to an unrelated Mach number (instead of the current Mach number)
typically between 0.50 and 0.60. This results in the flight director
commanding a steeper than desired climb and possible airspeed decay in
the ensuing climb.
This issue occurs when all three of the following conditions are met:
1. The airspeed reference is in Mach mode (speed bug shows a Mach
number).
2. The speed bug is NOT being controlled by the flight management
computer (FMC) prior to VCLB becoming active (speed bug is
magenta prior to VCLB becoming active).
3. VALT or VALTV is the active vertical mode (green), SPD is the armed
vertical mode (white), and the FMC is set to command a climb via
VCLB at a subsequent fix.
• This requires that climb altitude constraint(s) have been entered
on the LEGS page such that the FMC will command climb in this
region, and VNAV is active
NOTE
Crew must be aware of this condition and be prepared
to reset the speed bug to the desired Mach number
when VCLB becomes active to prevent undesired
airspeed decay when the autopilot is being used or the
pilot flying changes pitch to follow the flight director.

VNAV Descent
Similar to advisory VNAV a white path deviation pointer (snowflake) and
scale are displayed on the PFD, indicating any deviation from an FMS-
calculated descent path. The FMS calculates a top of descent (TOD)
based on altitude constraints entered into the FMS flight plan. Sixty
seconds prior to TOD, and with a default or entered descent angle active,
TOD is displayed on the PFD and the snowflake and deviation scale
appear. When the mode captures the VPA, a double C-chord aural alert is
annunciated, TOD flashes, a green VPATH or VGP is annunciated on the
PFD and remains active until the aircraft enters VALTS or VALTV and
captures the new preselected or flight plan altitude at the bottom of
descent (BOD).
During descent, VNAV computes a geographical path to each waypoint
with an altitude constraint and provides guidance relative to that path. If
there are multiple altitude constraints at various waypoints along the flight
path, the FMS automatically adjusts the descent path for a smooth
stabilized descent while making sure that the altitude constraints are
respected.
With VNAV PLAN SPD active, the speed bug is cyan to indicate it is
coming from the FMS. The cyan speed bug indication decelerates when
approaching a lower speed limit in accordance with the planned path. For
example, on descent approaching 10,000 ft, the speed bug will indicate
deceleration down from 290 KIAS to 250 KIAS.
NOTE
If aircraft deviates from planned path, using VVS or
VPTCH, it is possible the cyan speed bug will give up
from VNAV PLAN SPD and the speed bug will turn
magenta. Therefore, the speed bug indication will not
be provided with computed deceleration anymore.

VNAV Direct To
The FMS direct to function, selected from the direct (DIR) function key on
the FMS CDU allows the pilot to initiate a new descent point if desired. If
VNAV is engaged upon selection of DIR, the VPATH mode becomes
active while the FD selects a TOD point and calculates a path angle for
the descent. Early descent or later descent may also be carried out by
selecting VDES followed by VPATH to capture a point on the original flight
plan path.
AP ENG SPD DOWN

D
D
UP
VNAV Button
5 000
FMS1 MDA 400
PRM1_02_067
VPATH ALTS 3000
AP 300
200
Figure 17.55 FCP VNAV Mode
VALTS
VCLB
TOD
“Top of VPATH
VALTV Descent”
CYN
BOC
“Bottom KARRS
VALTV of Climb” VALTS
VCLB VGP
RNGRR CAMRN
RW31L BOC RW31L
“Bottom
PRM79_02_069
ZACHS
of Climb”
METSS MEALS
Figure 17.56 Typical Coupled VNAV

Approaches
GNSS BARO-VNAV Approach Selection
Area navigation (RNAV) GNSS and GNSS overlay non-precision
approaches are designed to use GNSS for navigation. These approaches
contain a GNSS reference in the approach title [for example, RNAV
(GNSS), GPS, VOR/DME RNAV or GPS, or NDB or GPS]. Upon selecting
the approach, GNSS BARO is displayed on the CDU ACT ARRIVAL page
to indicate the FMS will use GNSS for lateral guidance and BARO-VNAV
for vertical guidance; the VNAV guidance during final approach is based
on barometric altitude.
For additional information on coupled VNAV, refer to the latest version of
the Collins FMS-4200 Flight Management System Pilot’s Guide.
A C T KJFK ARRIVAL 1/1

S T A RS APPROACHES
CA M R N4 RNV Y 31L
T R A NS TRANS
N O NE VECTORS
CHANT
DPK
--------------GNSS BARO
PRM791_sup_015
ARR DATA>
<DEP/ARR IDX LEGS>

00 RPLY ALT ON
Figure 17.57 GNSS BARO Approach Selection


Localizer Performance with Vertical Guidance Approach
When the localizer performance with vertical guidance (LPV) option is
installed, the FMS can perform LPV approaches. The LPV and LNAV/
VNAV approaches are part of a new approach category, approach
procedures with vertical guidance (APV).
During LPV operation, each FMS constructs a geometric final approach
segment using input from the GNSS and a satellite-based augmentation
system (SBAS) provider. As a result, the approach resembles an ILS
approach in terms of glide path accuracy. Similar to ILS, LPV approaches
are immune to temperature effects since the navigation signals do not
depend on air mass measurement. As a result, temperature compensation
is not required except for minimums which are still affected by
temperature.
The FMS provides steering commands to fly the aircraft along the flight
plan route to a position where it can capture the FMS-generated LPV
lateral and vertical flight path for the approach. Vertical guidance is initially
based on BARO-VNAV and transitions to the GNSS-SBAS geometric
glidepath used for the approach segment with vertical guidance provided
down to the runway threshold.
When the LPV approach is active the lateral and vertical deviation scales
change to angular (similar to glideslope) increasing in sensitivity as the
aircraft approaches the runway.

BARO VNAV
Hot
Temperature
Te
Temp Comp
Not Applicable
WAAS VNAV
Cold
Temperature FAF
LPV
Approach
Transition
Point
LPV APPROACH FLIGHT PATH ANGLE
Changes to Changes Back to

Angular Scaling RNP 1.0 nm
Terminal
1.0 nm Approach 1.0 nm
0.3 nm ± 2°
AF
F
FAF
PRM7_18_004
2 nm to FAF
LPV APPROACH LATERAL ANGULAR SCALING

Geometric Approach
Reference Point
Figure 17.58 LPV Approach

Satellite Based Augmentation System
The satellite based augmentation system (SBAS) required to carry out an
LPV approach, is an air navigation aid which improves the GNSS
accuracy, integrity and availability. SBAS transmits to the onboard GPS
receivers real-time differential correction data on the same frequency as
GPS.
The SBAS error correction compensates for ionospheric, time and satellite
orbit errors. This coverage gives the flight crew the ability to use GNSS
based signals for stand alone, satellite only, approach and navigation
capability.
SBAS coverage must be checked if the intended flight is in oceanic or
remote areas.
When the enhanced GNSS position data is available, the receiver
autonomous integrity monitoring (RAIM) check is not required. When
SBAS is not available the GNSS CONTROL page provides access to the
non-precision approach (NPA) RAIM selection.
The SBAS SERVICE PROVIDERS page is used to enable or disable a
SBAS service provider. SBAS position data can be used in all flight
phases within the SBAS coverage area. The SBAS coverage in North
America is the wide area augmentation system (WAAS), in Europe the
European geostationary navigation overlay service (EGNOS).
Other providers supported by the FMS still under development not yet
approved are:
• Satellite navigation augmentation system (SNAS) in China
• GPS and GEO-augmented navigation system (GAGAN) in India
• Multifunctional satellite augmentation service (MSAS) in Japan

SBAS
SERVICE PROVIDERS
WAAS <ENABLED>
EGNOS <ENABLED>
MSAS <ENABLED>
PRM791_sup_001
------------------------
<INDEX GNSS CTL>
00 RPLY ALT ON
Figure 17.59 SBAS SERVICE PROVIDERS Page

LPV Approach Selection
LPV approach selection is consistent with other approach selections. The
desired LPV approach is selected from the ACT ARRIVAL page.
Upon selecting the approach the required SBAS provider and approach
type will be displayed.
ACT KJFK ARRIVAL 1/2

STARS APPROACHES
CAMRN4 RNV Z 31L
TRANS
ENE4 VECTORS
IGNS CHANT
LENDYS DPK
---------------WAAS LPV PRM791_sup_002
ARR DATA>
<DEP/ARR IDX LEGS>

00 RPLY ALT ON
Figure 17.60 LPV Selection

The LPV approach can be confirmed on the ACT ARRIVAL DATA page
for:
• Correct approach and VNAV guidance selected
• Glidepath angle
• SBAS channel number
• Airport WGS-84 status, and
• A REQUIRED PROVIDER for the selected approach
When an area navigation (RNV GPS) approach is selected, the FMS
defaults the approach to the highest charted service. The LPV approach
can be toggled to a BARO LNAV/VNAV approach on the ACT ARRIVAL
DATA page, accessed using the LPV/BARO line select key.
MOD KAIR ARRIVAL DATA

APPROACH GNSS WGS-84
RNV Y 07L YES YES
RWY ELEV RWY LENGHT
1500 FT 10000 FT
CHANNEL
51000
APPR VNAV GP GP ANGLE
LPV/BARO 3.0º
REQUIRED PROVIDER
WAAS PRM791_sup_003
------------------------
<CANCEL MOD ARRIVALS>
00 RPLY ALT ON
EXEC
Figure 17.61 ARRIVAL DATA page – LPV Approach Selected

LPV Indications
Upon entering the terminal area with an LPV approach selected, a
message of LPV TERM is annunciated on the PFD. While the GNSS
provides lateral guidance, vertical guidance data continues to reflect
BARO-VNAV guidance until the aircraft reaches the FMS-constructed LPV
glidepath.
NOTE
1. LPV (angular) vertical deviation will be a white
diamond with VGP autopilot vertical mode.
2. BARO-VNAV (parallel) vertical deviation will be a

white snowflake with VGP autopilot vertical mode.
4 000
M.452 FMS1
ALTS
AP 100
180
10 000
160
5 900
140
10 800
120
700
150 30.15 IN
6
FMS1 3 E 12 4
PRM791_sup_004
CRS 055
N
6. 0 NM
12
KECKS 0.0
33
LPV TERM
15
30
12
4
S
Figure 17.62 LPV Terminal (LPV TERM)

LPV APPR is displayed after the final approach course fix (FACF) with
vertical guidance now provided by GNSS SBAS. With LPV APPR active,
and the vertical height within 500 ft (152 m) of the LPV glide path, the
VNAV reference altitude provided by the FMS is replaced by runway
(RWY).
Lateral and vertical deviation changes to angular during an LPV approach,
rather than linear as during normal LNAV operation.
With APPR selected on the FCP, once VPATH transitions to VGP mode
the FD ignores the preselector altitude (similar to the GS mode during ILS
approaches).
4 000
M.452 FMS1 RWY
VGP
AP 100
180
10 000
160
5 900
140
10 800
120
700
150 30.15 IN
6
FMS1 3 E 12 4 PRM791_sup_005
CRS 055
N
6. 0 NM
12
ERKAW 0.5
33
LPV APPR
15
30
12
4
S
Figure 17.63 LPV Approach (LPV APPR)

LPV Alternate Approaches
Should the FMS determine that GNSS vertical guidance does not meet the
requirements for an LPV approach, three options are available:
• Manually select the alternate LNAV/VNAV approach by toggling to
“BARO” on the CDU ACT ARRIVAL page
• Continue on an approach using lateral guidance for an LNAV
approach
• If the message “USE LNAV MINIMUM” appears on either MFD or as a
FMS message:
• BARO must be selected; or
• A go-around must be performed
A message of USE LNAV MINIMUM is posted on the MFD accompanied
by an amber MSG on the FMS message line, indicating new messages
including LPV NOT AVAILABLE posted in the CDU msg dialog box.
NOTE
Depending on where/when this message posts, it may
be necessary to go-around, then select a different
approach (AFM Limitation).
RADAR OFF
UTC 15:13 TAS 246 GS 246 SAT -10C TAT -2C
:
HOKKE 14NM : 15:16 -MEASURED-
THURO 3NM 0:01 : 15:19
YOW 34NM 0:06 : 15:24
CYOW 54NM 0:09 : 15:27 16170 LB
330\15
W 278
30
24
33
20
YUL
TDD
PRM791_sup_014
USE LNAV MINIMUM

10
Figure 17.64 WAAS LPV Availability

Alternate Approach – LNAV with BARO-VNAV
When GNSS SBAS vertical guidance is not available to support LPV
operations, the alternate LNAV/VNAV approach using barometric altitude
information can be selected. Toggling to BARO on the ACT ARRIVAL
DATA page will select the LNAV/BARO-VNAV approach. The glide path
mode (GP MODE) shows BARO in green with the SBAS service grayed
out, unavailable for VNAV operation, during the LNAV/VNAV approach
mode.
A C T KAIR
ARRIVAL DATA
A P PROACH
GNSS WGS-84
RN V 26 YES YES
R W Y ELEV RWY LENGHT
3 89 FT 8707 FT
CHANNEL
50299
APPR VNAV GP GP ANGLE
L PV/BARO 3.0º
REQUIRED PROVIDER
W AAS
PRM791_sup_012
- -----------------------
< ARRIVALS LEGS>
0 0 RPLY ALT ON
M SG USE LNAV MINIMUM
Figure 17.65 Alternate Approach Selection

Alternate Approach – LNAV
When conducting a LPV approach and the GNSS SBAS vertical guidance
is lost and is not to supporting LPV anymore, a red VNAV flag will be
displayed on the PFD. LNAV approach can be used as an alternative. The
FD vertical speed mode can be used with minimums corrected to the
charted LNAV approach.
3 000
M.452 LNV1 VPTCH
RWY
ALTS
200 AP 000
180 10
900
160 1 800
V
10 N
140 A 700
V
600
120
160 30.15 IN
24 W
FMS1 30 12 4 PRM791_sup_007
CRS 257
21
4. 2 NM
33
RW26 0.7
S
LPV APPR
MSG
N
15
12
4
3
Figure 17.66 WAAS LPV Availability

During the final approach segment, if the required navigation accuracy to
complete the approach is lost, an amber NO APPR message is displayed
on the PFD.
3 000
GA GA
1100
900
160
AP
140 10 800
700
120 1
V
N 600
100 10
A
V 500
80
180 30.15 IN
30 33
FMS1 W 12 4
PRM791_sup_008
CRS 303
N
2. 0 NM
24
CEVTA 0.6
NO APPR
3
21
MSG
12
6
4
S
Figure 17.67 Alternate Approach Selection

Loss of Integrity Alerting
An amber LOSS OF INTEGRITY (LOI) message is displayed when the
FMS is operating in a GNSS navigation mode (SBAS-PA, SBAS, or GPS)
during an approach after passing the FAF. The message shows
immediately when the horizontal precision limit (HPL) exceeds the
horizontal alert limit (HAL) and the vertical precision limit (VPL) exceeds
the vertical alert limit (VAL) and no satellite fault has been detected.
The GNSS loss of position accuracy will remove the current white
message (ENROUTE or LPV) and display one of the following PFD amber
status annunciations:
• LOI TERM: Loss of integrity when in the terminal mode
• NO APPR: Displayed during final approach, when the required
navigation accuracy to complete the approach is lost
ACT LEGS 1/2

SEQUENCE
RELEY AUTO/INHIBIT
303º 2.1NM 3.0ü
CEVTA ---/ 1100A
302º 1.4NM 3.0ü
RW30R ---/ RWY
303º 0.5NM MISSED APPR
(908) ---/ 908A
(DIR) 5.7NM
IDLOC ---/-----
------------------------
<LEG DATA LEG WIND>
LOSS OF INTEGRITY
IDLOC
(908)
RW30R
PRM791_sup_009
CEVTA
20
RELEY
LOSS OF INTEGRITY
Figure 17.68 Loss of Integrity Alerting (1/2)

Loss of Integrity Loss of Integrity in

En Route Terminal Mode
FMS FMS
CRS 239 CRS 239
80.0 NM 24.0 NM
LOI LOI TERM
MSG
PRM791_17_062
LOSS OF INTEGRITY
Figure 17.69 Loss of Integrity Alerting (2/2)

EICAS Messages
The navigation system messages are shown on the EICAS status page.
System messages are listed in the following table. A brief explanation for
each message is provided.
MESSAGE LOGIC
GS CANCEL Glideslope cancel mode selected.
GPWS FAIL GPWS failed (Modes 1 through 6).
TERRAIN OFF EGPWS terrain map manually deselected.
TERRAIN FAIL EGPWS terrain map failure, not available for display.
EGPWS terrain map not available for display due to position

TERRAIN NOT AVAIL
inaccuracy.
Windshear detection system in GPWS failed, or windshear

WINDSHEAR FAIL
guidance failed.


CB LABEL
SOURCE LOCATION
WEATHER RADAR CONT 1 DC BUS 1 CBP1-K2
WEATHER RADAR CONT 2 DC BUS 1 CBP1-K3
WEATHER RADAR R/T DC BUS 1 CBP1-K1
GND PROX WARN AC BUS 1 CBP1-B14
VHF NAV ADF 1 DC ESSENTIAL CBP2-V6
VHF NAV ADF 2 DC BUS 2 CBP2-H11
DME 1 DC BUS 1 CBP1-H14
DME 2 DC BUS 2 CBP2-H14
XPDR 1 DC ESSENTIAL CBP2-V5
TCAS/XPDR 2 DC BUS 2 CBP2-H8
GPS 1 DC BUS 1 CBP1-G11
GPS 2 DC BUS 2 CBP2-G11
CDU 1 DC BUS 1 CBP1-H9
CDU 2 DC BUS 2 CBP2-H9
IAPS L FMS DC BUS 1 CBP1-H1
IAPS R FMS DC BUS 2 CBP2-H1
Figure 17.71 Circuit Breakers – Navigation


TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-2
Oxygen Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-4
Crew Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-4
Crew Oxygen Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-4
Ground Servicing Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-6
Crew Oxygen Masks and Mask Containers. . . . . . . . . . . . . . . . 18-8
Dispatch Requirement Charts . . . . . . . . . . . . . . . . . . . . . . . . . 18-12
Crew Oxygen Consumption Data (As per FAR 121.333) . . . . 18-14
Passenger Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-16
Mask Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-16
Chemical Oxygen Generators . . . . . . . . . . . . . . . . . . . . . . . . . 18-16
Masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-17
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-18
Portable Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-20
Portable Oxygen Bottles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-20
Protective Breathing Equipment . . . . . . . . . . . . . . . . . . . . . . . 18-22
Fire Fighting Equipment . . . . . . . . . . . . . . . . . . . . . . . . 18-26
Fire Protection Gloves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-26
Portable Halon Fire Extinguishers . . . . . . . . . . . . . . . . . . . . . . . . 18-26
Portable Water Fire Extinguisher . . . . . . . . . . . . . . . . . . . . . . . . . 18-28
Emergency Locator Transmitter . . . . . . . . . . . . . . . . 18-29
Over Water Emergency Equipment . . . . . . . . . . . . . . . 18-30
Life Vests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-30
Life Rafts (If Fitted) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-31
Flight Deck and Cabin Emergency Equipment. . . . . . 18-32
Flashlights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-32
Crash Ax . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-34
Escape Rope (Flight Deck) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-34
Safety Lines (Overwing Exits). . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-34
First Aid Kits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-34
Megaphone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-34
EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-35
Copyright © Bombardier Inc. Oxygen and Emergency Equipment

TABLE OF CONTENTS
Oxygen and Emergency Equipment Copyright © Bombardier Inc.

LIST OF FIGURES
Figure 18.1 Placard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-3
Figure 18.2 Crew Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-7
Figure 18.3 Mask Stowage Container . . . . . . . . . . . . . . . . . . . . . . . 18-10
Figure 18.4 Crew Oxygen Masks (Full Face/Smoke Goggles) . . . . 18-11
Figure 18.5 Passenger Oxygen System . . . . . . . . . . . . . . . . . . . . . 18-17
Figure 18.6 Portable Oxygen System . . . . . . . . . . . . . . . . . . . . . . . 18-21
Figure 18.7 Protective Breathing Equipment (Puritain) . . . . . . . . . . 18-22
Figure 18.8 Protective Breathing Equipment (Essex) . . . . . . . . . . . 18-23
Figure 18.9 Protective Breathing Equipment (Drager). . . . . . . . . . . 18-24
Figure 18.10 Protective Breathing Equipment (Scott) . . . . . . . . . . . . 18-25
Figure 18.11 Portable Halon Fire Extinguisher . . . . . . . . . . . . . . . . . 18-27
Figure 18.12 Portable Water Fire Extinguisher . . . . . . . . . . . . . . . . . 18-28
Figure 18.13 ELT Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-29
Figure 18.14 Life Vest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-30
Figure 18.15 Life Vest Operating Instructions . . . . . . . . . . . . . . . . . . 18-31
Figure 18.16 Flight Deck Emergency Equipment . . . . . . . . . . . . . . . 18-33

LIST OF FIGURES

OXYGEN AND EMERGENCY EQUIPMENT

Introduction
This chapter describes the systems and equipment which are essential to
the safety of the passengers and crew during a fire, rapid decompression,
ditching and emergency evacuation. The emergency equipment consists
of the following:
• Oxygen systems
• Fire fighting equipment
• Emergency locator transmitter (ELT)
• Over water emergency equipment
• Flight deck and cabin emergency equipment
Placards containing symbols are used to indicate the location of the
emergency equipment.
NOTE
Not all aircraft configurations are represented. For a
specific aircraft configuration, consult the FCOM or
applicable airline manual.

Figure 18.1 Placard

Oxygen Systems
The aircraft oxygen systems supply oxygen to the flight crew and
passengers in emergencies such as depressurization, decompression,
smoke, fumes, first aid and during ditching and emergency evacuation.
The oxygen systems consist of two independent oxygen systems. One
system supplies stored oxygen to the flight compartment crew and the
other system supplies generated oxygen to the passengers and flight
attendants. In addition, portable oxygen bottles are provided in specific
areas throughout the passenger cabin.
The aircraft oxygen systems include the following:
• Crew oxygen system
• Passenger oxygen system
• Portable oxygen system
Crew Oxygen System

The crew oxygen system supplies oxygen to the flight crew during
emergencies or abnormalities related to pressurization, such as rapid
depressurization, emergency descents, unpressurized flights above
certain altitudes and ferry flights. System status and fault indications are
displayed on the EICAS primary and status pages.
The crew oxygen system consists of the following components:
• Crew oxygen cylinder
• Ground servicing panel
• Three quick-donning masks and mask containers
Crew Oxygen Cylinder
The crew oxygen cylinder contains 50 ft3 (1419 L) or an optional 77 ft3

(2180 L) of oxygen and is located in an enclosure behind the entrance
storage compartment. Normal cylinder charge pressure is 1850 psi at
21°C (70°F). The enclosure is well ventilated with a permanent flow of
ECS air to the under floor avionics compartment. The air is then dumped
overboard through the outflow valve.

The cylinder assembly includes the following components:
• Shutoff valve
• Pressure gauge
• Regulator
• Pressure transducer
• Pressure switch
• High pressure-relief valve and discharge indicator
(1) Shutoff Valve

The shutoff valve on the cylinder head is used to manually turn the oxygen
on or off.
(2) Pressure gauge

The pressure gauge is attached to the cylinder head and displays the
cylinder pressure.
(3) Regulator
The pressure regulator is part of the cylinder valve head. It receives the
cylinder pressure at 1050 psi and regulates the output pressure range to
between 60 and 85 psi. If the output exceeds 94 psi, a low pressure-relief
valve opens, venting the oxygen. The cylinder is protected from
overpressure by a frangible high pressure-relief valve. If the cylinder
pressure reaches 2500 to 2775 psi, the valve ruptures and the oxygen is
vented overboard through the high pressure discharge indicator on the left
side of the forward fuselage.
NOTE
If the OXY LO PRESS caution message is displayed,
the crew should refer to the dispatch requirements
charts.

(4) Pressure Transducer
The pressure transducer monitors the cylinder pressure and supplies the
data to the DCU for the oxygen pressure display on the EICAS status
page. If the outlet pressure decreases below 1410 psi (optional 960 psi),
the OXY LO PRESS caution message will be displayed on the primary
page and the indication on the status page will turn amber.
(5) Pressure Switch

The pressure switch monitors the output pressure from the regulator. If the
pressure decreases below 45 psi, an OXY LO PRESS caution message
will be displayed on the EICAS primary page.
(6) High Pressure-Relief Valve and Discharge Indicator

The high pressure-relief valve is part of the cylinder pressure regulator
assembly and is connected to the high-pressure discharge indicator. The
high-pressure discharge indicator is installed on the lower left side of the
fuselage, forward of the passenger door. It consists of a pop-out type
green nylon disc. To prevent the cylinder from rupturing due to overfilling
or thermal expansion caused by fire/overheat, the relief valve will open at
a predetermined pressure to vent oxygen cylinder pressure. The pressure
is vented through the high-pressure discharge indicator which dislodges
the green discharge indicator. This is a visual indication that the oxygen
cylinder contents have been vented.
Ground Servicing Panel
The oxygen servicing panel is located on the right side of the forward
fuselage. The service panel contains a fill port, a pressure servicing chart
and a pressure gauge. Check valves in the fill and supply lines prevent
loss of oxygen when the cylinder is removed or when the cylinder
replenishment source is disconnected.

Observer’s
Low-Pressure Mask/Regulator
Tubing Unit
Copilot Overboard
Mask/Regulator Discharge
Unit Indicator
Ground Service Panel
Oxygen Cylinder
(50 or 77 ft3)
Pilot
Mask/Regulator
Unit
OXYGEN
MASK
Oxygen Mask
PRM7_18_001
100%
PUSH
PRESS
TO
OXY
ON
(Typical)
TEST
AND
RESET
EROS
Figure 18.2 Crew Oxygen System

Crew Oxygen Masks and Mask Containers
A mask container is located in the pilots side console, copilot side console
and at the observers position. A crew oxygen mask is located inside each
mask container. The crew mask includes an oxygen regulator, a
pneumatically controlled inflatable harness, a flow-control knob, a mixture-
control lever and a microphone. To release the mask from the stowage
box, the operator squeezes the red release levers and holds them. This
action opens the quick-release doors, frees the mask and inflates the
harness. The operator then dons the mask. The red levers are then
released, which deflates the harness, causing the mask to install correctly
on the operator’s head. The smoke goggles are separate from the mask
and are stowed in a pouch in the bottom of each stowage box. The smoke
goggles can be donned over the mask and eye glasses. The goggles are
used by crew members when smoke or toxic fumes are present in the
flight deck. When the mask is in the positive pressure mode, the goggles
can be pressurized by activating the purge valve located on the top of the
mask face piece. This prevents smoke or fumes from entering the goggles
and irritating the eyes.
A mask container is located in the pilots side console, copilot side console
and at the observers position. A crew oxygen mask is located inside each
mask container. The crew mask is a full face mask and includes an
oxygen regulator, a pneumatically controlled inflatable harness, a flow-
control knob, a mixture-control lever and a microphone. To release the
mask from the stowage box, the operator squeezes the red release levers
and holds them. This action opens the quick-release doors, frees the mask
and inflates the harness. The operator then dons the mask. The red levers
are then released, which deflates the harness, causing the mask to install
correctly on the operator’s head. <Optional, 1033>
Oxygen is supplied to the mask regulator at about 78 psi. The regulator
control (N/100% positions) allows the user to select a mixture of oxygen
and ambient air or pure (100%) oxygen as follows:
• When the regulator control is set to the N position, a mixture of
ambient air and pressurized oxygen is supplied to the mask on
demand
• With the control set to the 100% position, pure oxygen is supplied to
the mask on demand

The flow control knob is used to adjust the oxygen flow. If the knob is
turned clockwise to the EMERGENCY position, the mask is supplied a
constant flow of 100% oxygen at a positive pressure. To test the oxygen
flow, press the flow control knob, which momentarily supplies oxygen to
the mask.
When cabin altitude is more than 30,000 ft (9144 m), the mask supplies
pure oxygen at a positive pressure regardless of the N/100% switch
position.
To remove the mask, the red release levers on the mask are squeezed,
which inflates the harness to allow the mask to be removed from the
operators head.

Blinker Release Levers (red)

Shows yellow cross when oxygen Grasp levers and hose and
is flowing or when harness is pull to withdraw mask.
inflated. When black, indicates no
oxygen flow.
Test/Reset Lever
(spring-loaded to
RESET)
OXYGEN
Press to test MASK
100%
oxygen flow PUSH
(momentarily) OXY
ON
through the PRESS

TO
regulator TEST
AND
(microphone test RESET
PRM7_18_002
without pulling the
mask out).
EROS
Oxygen On Flag (white)

In view when mask is
out, indicates that Oxygen Supply Hose
oxygen shutoff valve is
open. Flag will disappear Normal/100% Lever Emergency Flow Control
when shutoff valve 5RWDWHLQGLUHFWLRQRIDUURZ
closed. Reset position N – provides a mixture
or ambient air with to supply a continuous
shuts off supply to mask 100% oxygen flow.
regulator and blinker oxygen on demand.
unit. 100% – provides 100% 5RWDWHWRDGMXVWWKHVXSSO\
oxygen on demand. pressure.
To reset, press TEST to 3UHVVWRFKHFNZKHWKHUD
RESET Lever. continuous flow will be
available.
Figure 18.3 Mask Stowage Container

PRM2791v2_10_005
Figure 18.4 Crew Oxygen Masks (Full Face/Smoke Goggles)

Dispatch Requirement Charts
NOTE
The EICAS indication of the oxygen system pressure is
corrected for OAT. The takeoff value in Table 1 refers
to airfield pressure altitude.
Table 1 defines the oxygen system pressure as indicated on the EICAS

which corresponds to the quantity of oxygen necessary to perform an
emergency descent followed by a continuous cruise at 10,000 ft with
normal (N) mask setting (FAR 121.333 and JAR OPS 1.770).
Table 2 defines the oxygen system pressure as indicated on the EICAS
which corresponds to the quantity of oxygen necessary to perform an
unpressurized continuous cruise at 10,000 ft for 15 minutes with normal
(N) mask setting (JAR OPS 1.780). <JAA>
TABLE 1: 50 CU. FT. OXYGEN CYLINDER
Crew members Takeoff <8000 ft Takeoff >8000 ft

Minimum
2 1180 1220
Pressure (psi)
3 1630 1680
TABLE 1: 77 CU. FT. OXYGEN CYLINDER
Crew members Takeoff <8000 ft Takeoff >8000 ft

Minimum
2 810 840
Pressure (psi)
3 1110 1140

TABLE 2: 50 CU. FT. OXYGEN CYLINDER <JAA>
Crew members Takeoff
Minimum Pressure (psi) 2 378
3 436
TABLE 2: 77 CU. FT. OXYGEN CYLINDER <JAA>
Crew members Takeoff
Minimum Pressure (psi) 2 291
3 349
The utilization of the above tables are as follows:

• If oxygen pressure is greater than that given in Table 1, then there is
enough oxygen to perform an emergency descent from 41,000 ft to
10,000 ft in 10 minutes, followed by 110 minutes of cruise at 10,000 ft.
• If oxygen pressure is between the values given in Tables 1 and 2, then
there is enough oxygen to cruise at 10,000 ft for 15 minutes in an
unpressurized cabin. <JAA>
• If oxygen pressure is lower than that given in Table 2, the oxygen
cylinder has to be refilled. <JAA>

Crew Oxygen Consumption Data (As per FAR 121.333)
The following tables show the total time (in hours and minutes) that
oxygen will be available at various mask settings, during various flight
conditions, at initial bottle pressures of 1410 psi (pressure threshold that
triggers OXY LO PRESS caution message) and 1850 psi (maximum crew
oxygen bottle pressure). A margin of safety of 10% was subtracted from
the full charge of 1850 psi in all cases.
LEVEL FLIGHT AT CABIN ALTITUDE OF 8000 FT

Crew Members 2 3
Initial Pressure 1400 psi 1850 psi 1400 psi 1850 psi
Normal Mask Setting 2 hr 48 min 3 hr 47 min 1 hr 52 min 2 hr 32 min
100% Mask Setting 0 hr 38 min 0 hr 51 min 0 hr 25 min 0 hr 34 min
Emergency Mask Setting 0 hr 25 min 0 hr 34 min 0 hr 17min 0 hr 23 min
DESCENT (10MIN) FROM 41000 FT TO LEVEL FLIGHT AT SAFE ALTITUDE

(100% MASK SETTING FOR DESCENT AND NORMAL MASK SETTING FOR LEVEL
FLIGHT)
Crew Members 2 3
10,000 ft 3 hr 13 min 4 hr 25 min 2 hr 04 min 2 hr 52 min
Cabin 14,000 ft 3 hr 08 min 4 hr 16 min 2 hr 02 min 2 hr 48 min
Pressure
Altitude 18,000 ft 2 hr 43 min 3 hr 31 min 1 hr 48 min 2 hr 27 min

(100% MASK SETTING FOR BOTH DESCENT AND LEVEL FLIGHT)
Crew Members 2 3
Pressure

The following tables show the total time (in hours and minutes) that
oxygen will be available at various mask settings, during various flight
conditions, at initial bottle pressures of 960 psi (pressure threshold that
triggers OXY LO PRESS caution message) and 1850 psi (maximum crew
oxygen bottle pressure). A margin of safety of 10% was subtracted from
the full charge of 1850 psi in all cases.
LEVEL FLIGHT AT CABIN PRESSURE ALTITUDE OF 8000 FT

Crew Members 2 3
Initial Bottle Pressure 960 psi 1850 psi 960 psi 1850 psi
Normal Mask Setting 2 hr 48 min 5 hr 49 min 1 hr 52 min 3 hr 53 min
100% Mask Setting 0 hr 38 min 1 hr 19 min 0 hr 25 min 0 hr 53 min
Emergency Mask Setting 0 hr 25 min 0 hr 52 min 0 hr 17 min 0 hr 35 min

(100% MASK SETTING FOR DESCENT AND NORMAL MASK SETTING FOR LEVEL
FLIGHT)
Crew Members 2 3
Pressure

(100% MASK SETTING FOR BOTH DESCENT AND LEVEL FLIGHT)
Crew Members 2 3
Pressure

Passenger Oxygen System
The passenger oxygen system provides chemically generated oxygen for
all cabin occupants in the event of cabin depressurization.
The passenger oxygen system consists of the following:
• Mask containers
• Chemical oxygen generators
• Masks
Mask Containers
The mask containers are installed as part of the passenger service units
and are available at all passenger seats, the lavatories and at the flight
attendant stations. The mask containers include masks, a door release
latch mechanism and a chemical oxygen generator. The door release
mechanism is actuated automatically by the cabin pressure controller
(CPC) or manually by the PAX OXY, ON switch/light on the overhead
panel.
Chemical Oxygen Generators
The chemical oxygen generators are self-contained, passenger-activated

units. Each generator has a steel case and a firing pin. When activated,
the generator supplies approximately 13 minutes (22 minute optional) of
oxygen to each mask.
WARNING
WHEN ACTIVATED, THE OXYGEN GENERATOR
SURFACE TEMPERATURE MAY REACH 260°C
(500°F) WHEN GENERATING OXYGEN. DO NOT
TOUCH OR ATTEMPT TO REMOVE GENERATOR.
BURN INJURY CAN RESULT. IF AN ACTIVE
GENERATOR IS INADVERTENTLY REMOVED
FROM THE COMPARTMENT, THE GENERATOR
MUST BE PLACED IN A METAL CONTAINER SUCH
AS A LAVATORY OR GALLEY SINK. THE
GENERATOR’S HEAT WILL SCORCH OTHER
MATERIALS OR FABRICS.
Masks
There are two passenger oxygen masks located in each left and right side
mask container. The masks are plastic with reservoir air bags and a
lanyard connected to the firing pin of the chemical oxygen generator. A
flow indicator in the oxygen supply line will show green when oxygen is
flowing.
NOTE
An option is available to install a third mask in the left
or right side mask container.
Latch
Mechanism
Chemical
Oxygen
Generator PSU
PASS OXY
PRM7_18_004
ON
Flight Deck
PASS OXY Masks
Switch/light
Figure 18.5 Passenger Oxygen System

Operation
All the mask container doors will open automatically when the cabin
altitude reaches 14,500 ± 500 ft. The oxygen masks drop down attached
to lanyards. If the automatic system fails to open the doors, or if it is
necessary to override the automatic system, the flight crew can operate
the (guarded) PASS OXY switch/light on the overhead panel, which will
release the door latches. As a back-up to electrically opening the doors,
each individual oxygen compartment door can be opened manually
through a release hole in the door.
Once the oxygen container doors are open, the passengers pull the
oxygen mask to their face, which pulls the lanyard connected to the firing
pin of the chemical oxygen generator. This initiates the flow of oxygen to
the passenger oxygen mask. A flow indicator in the supply tube will show
green when oxygen is flowing, and the reservoir bags on the passenger
oxygen masks will begin to fill with oxygen.
NOTE
Odor similar to scorched cloth may be created when
the generator is activated. The odor does not affect the
purity of the oxygen supply and there is no fire hazard.


Portable Oxygen System
The portable oxygen system consists of the following:
• Portable oxygen bottles
• Protective breathing units
Portable oxygen systems are available to supply oxygen to the crew or the
passengers during an emergency and are used for protection against
smoke and harmful gases. In addition, the portable oxygen bottles can
also be used for first aid purposes.st aid purposes.
Portable Oxygen Bottles
Two portable oxygen bottles, with disposable masks, are located near
each flight attendant station. The portable oxygen bottles allow the flight
attendants to move about the passenger cabin during an emergency. The
portable oxygen bottles and masks can also supply therapeutic oxygen for
first aid. Each bottle has two regulator outlets which are color coded and
pre-set to provide appropriate flow rates. An instruction decal, located on
the bottle, provides clear, easy-to-read operating instructions.
The contents gauge on each portable oxygen bottle indicates from 0 to
2000 psi, with a red band between 1800 to 2000 psi. The bottle is fully
charged when the gauge needle indicates in the red band.
WARNING
TAKE PRECAUTIONS TO MAKE SURE THAT THE
OXYGEN BOTTLES DO NOT COME INTO
CONTACT WITH OIL, GREASE OR OTHER
CONTAMINANTS DURING HANDLING. AN
EXPLOSION COULD RESULT IF THIS HAPPENS.

SHUTOFF
VALVE
CONTINUOUS FLOW OUTLET CONTINUOUS FLOW OUTLET
(100% OXYGEN) (100% OXYGEN)
1000
500 1500
0
2000
BOTTLE PRESSURE
GAUGE CYLINDER
OPERATING
PRESSURE
USE NO OIL
INSTRUCTIONS
PLACARD
PORTABLE OXYGEN
PRM2791v2_10_006
BOTTLE (11 ft3)
CONSTANT FLOW MASKS

(DISPOSABLE)
(IN TOTE BAGS AT CARRYING STRAP
BOTTLE LOCATIONS)
Figure 18.6 Portable Oxygen System

Protective Breathing Equipment
The protective breathing equipment consists of three or four (depending

on customer option) protective breathing units (PBUs). The PBUs are
used by crew members to prevent injury from smoke inhalation. One PBU
is installed in the flight deck, on the bulkhead behind the pilot seat, and the
remainder are located in the cabin, in easy-to-access locations. (Refer to
aircraft documentation for the exact location.) Each PBU is a
self-contained smoke hood with an oxygen generation system. Each PBU
is packaged in a vacuum-sealed bag, and is stored in a container with a
tamper-proof seal.
Bombardier supplies the following four types of PBEs. Refer to specific
company manual for type installed.
PRM2791v2_10_010
Figure 18.7 Protective Breathing Equipment (Puritain)

PRM2791v2_10_009
Figure 18.8 Protective Breathing Equipment (Essex)

Hood
(Positive Anti-Suffocation
Ventilation) Valve
Vacuum-Sealed
Speaker Diaphragm Foil Pouch and
(Intercom, Microphone, Servicability
Megaphone, or Voice Indicator
to Passengers - 4 m) Inside Box Tamper-Proof
Seal PRM2791v2_10_011
Potassium Superoxide Starter

(KO2) Cartridge Lanyard
20 minutes duration
Figure 18.9 Protective Breathing Equipment (Drager)

PRM2791v2_10_012
Figure 18.10 Protective Breathing Equipment (Scott)

Fire Fighting Equipment
Portable fire extinguishers and fire protective gloves are provided to fight
fires that may occur in the flight or passenger compartments. Since the
location of the emergency fire fighting equipment is not standard and can
vary with the different aircraft configurations, the crew should familiarize
themselves with the location of the location and use of all fire fighting
equipment on the aircraft.
Fire Protection Gloves

Fire protection gloves are located in the forward storage compartment and
in the right or left aft overhead storage bin.
Portable Halon Fire Extinguishers

There are normally four hand-operated fire extinguishers containing Halon
1211 located in the aircraft. For all configurations, one is located on the
flight deck and one is located in the entrance storage compartment. The
remaining extinguishers will be located throughout the passenger
compartment depending on aircraft configuration. Halon 1211 is effective
on electrical, oil and fuel fires, and is suitable for use in cold weather.
Effective discharge time of a 3-1/2 pound Halon extinguisher is 10 to
12 seconds. Make sure to ventilate the compartment promptly after
successfully extinguishing of fire to reduce the gases produced by the fire
and Halon.
WARNING
IF A HALON FIRE EXTINGUISHER IS TO BE
DISCHARGED IN THE FLIGHT DECK, ALL FLIGHT
CREW MUST WEAR OXYGEN MASKS WITH
EMERGENCY SELECTED (100% OXYGEN). CREW
EXPOSURE TO HIGH LEVELS OF HALON VAPORS
MAY RESULT IN DIZZINESS, IMPAIRED
COORDINATION, AND REDUCED MENTAL
SHARPNESS.

PRM2791v2_10_007
Figure 18.11 Portable Halon Fire Extinguisher

Portable Water Fire Extinguisher
As an airline option, a portable water fire extinguisher may be located at
the aft bulkhead. Water is useful for extinguishing fires fueled by wood,
paper or fabric.
DISCHARGE LEVER
TURN
HANDLE
FIRE EXTINGUISHER
LIQUID TYPE
TYPE II CATEGORY A
SAE SPEC. NO. XXXXX
F.A.A - TSO - XXXX
FOR USE ON CLASS “A” FIRES
SUCH AS PAPER, CLOTH,
WOOD AND THE LIKE
TO OPERATE
TURN HANDLE TO RIGHT
1 AS FAR AS POSSIBLE
2 HOLD ERECT
PRESS LEVER TO
3 DISCHARGE
PRM2791v2_10_008
DIRECT STREAM AT BASE

4 OF FLAME
Figure 18.12 Portable Water Fire Extinguisher

Emergency Locator Transmitter
The satellite capable emergency locator transmitter (ELT) is located in the
aft equipment bay and is automatically activated during an aircraft crash.
The ELT transmits a standard swept tone on 121.5, 243.0 and 406.0 MHz
for satellites. The two position ELT switch is located on the flight deck
overhead panel and is labelled ARM/RESET and ON. The switch is used
to test, arm and reset the unit. During normal flight operations, the ELT
switch is in the ARM/RESET position. The ELT can be manually activated
by selecting the ELT switch to ON. To reset the unit after it has been
activated automatically, the switch is selected to ON, then back to the
ARM/RESET position.
When the ELT is transmitting, the caution message ELT ON is displayed.
ELT
ARM/RESET - Arms ELT to transmit upon “G” activation. Area Microphone
ON - Transmits ELT signal.
ELT PASS OXY

ARM/
RESET
ON
PRM279_04_020
ON
FOR AVIATION
O
EMER USE ONLY
UNAUTHORIZED OPERATION
PROHIBITED
Figure 18.13 ELT Control Panel

Over Water Emergency Equipment
Life Vests
An inflatable life vest is provided for each member of the flight crew. One
life vest is stowed under each pilot seat, one life vest is stowed adjacent to
the 3rd crew seat and one is adjacent to each flight attendants seat.
Each life vest includes a manual and an oral inflation system, a locator
light, and a system for automatic battery plug removal during life vest
deployment.
Optional inflatable life vests can be installed under each passenger seat.
Additional adult and infant life vests can be stored in the left aft overhead
stowage bin.
Each passenger seat cushion serves as a flotation device.
PRM2791v2_10_013
Figure 18.14 Life Vest

1. Locate and remove 2. Put the life vest 3. ...with the back piece
the life vest. over head... behind.
4. Fasten rings to catch. 5. Pull straps tight. 6. Jerk down on red

inflation tabs.
CAUTION
Inflate life vest just before leaving the aircraft!

If using overwing emergency exit inflate life vest
when on the wing.
PRM2791v2_10_014
7. Should it become
necessary, life vest
can be orally inflated
by blowing into red
oral inflation tubes.
Figure 18.15 Life Vest Operating Instructions
Life Rafts (If Fitted)

Six-man life rafts are available as optional equipment, for a detailed
description of the life rafts and associated emergency equipment refer to
the manufacturing supplier documentation.

Flight Deck and Cabin Emergency Equipment
Emergency equipment that is located in flight deck and cabin includes:
• Standard D-cell type (or optional rechargeable) flashlights
• Crash ax
• Fire extinguishers
• Protective breathing equipment
• Crew life vests
• Escape rope and safety lines
• First aid kits
• Megaphone
Flashlights
There are five handheld flashlights installed in the aircraft. Each flashlight
is battery operated and is stored in a bracket for easy access and removal.
They are located behind the pilot and copilot seats, in the forward and aft
flight attendant's stowage compartments and in the observer's seat area.
The aircraft can be fitted with optional rechargeable flashlights that are
powered using an internal NiCad battery pack. When a rechargeable
flashlight is removed from the retaining bracket, it is activated manually,
via a slide switch on the flashlight body.
WARNING
FAILURE TO TURN THE RECHARGEABLE

FLASHLIGHT OFF PRIOR TO REINSTALLING IT IN
THE RETAINING BRACKET, WILL RESULT IN THE
OVERHEATING OF THE UNIT AND DAMAGE TO
THE ASSEMBLY.
Charging of the flashlight starts automatically when the flashlight is

re-inserted into the retaining bracket. A constant illuminated LED, near
head of the flashlight, indicates the battery pack is charging.

PRM2791v2_10_002
Figure 18.16 Flight Deck Emergency Equipment

Crash Ax
The crash ax is mounted on the lower flight deck bulkhead behind the
copilot. The crash axe handle is insulated to protect against electrical
shock.
The crash ax has two cutting surfaces, the pointed surface is used to
initiate puncture of the surface, the larger blade is used to enlarge the
opening.
Escape Rope (Flight Deck)

The escape rope is installed in the ceiling above the copilot seat. It has a
cover that is secured with a velcro strap. The rope is used as an aid for
crew members to evacuate through the flight deck overhead escape
hatch.
Safety Lines (Overwing Exits)

A safety line is provided at each overwing exit to assist in evacuation
during a ditching.
First Aid Kits

Two first aid kits are installed in the aircraft. One first aid kit is located in
the forward entrance compartment and one is located in the right aft
overhead storage bin.
Megaphone
A battery-powered megaphone is located in the right aft overhead storage
bin.

EICAS Messages
The oxygen and emergency equipment system messages are shown on
the EICAS primary and status pages. System messages and inhibits are
listed below. A brief explanation of each message is provided.
MESSAGE INHIBIT
Crew oxygen cylinder has less than preset value or

OXY LO PRESS 1-2-3
oxygen cylinder SOV is closed.
PASS OXY ON 1-2-3 Passenger oxygen is deployed and activated.
ELT ON 1-2-3 ELT is transmitting.
Table 1 Caution Messages


CB LABEL
SOURCE LOCATION
CREW OXYGEN MONITOR BATTERY BUS CBP2-P11
PASS OXYGEN AUTO

BATTERY BUS CBP2-P10
DEPLOY L
PASS OXYGEN AUTO

BATTERY BUS CBP2-P9
DEPLOY R
PASS OXYGEN MANUAL

BATTERY BUS CBP1-P9
DEPLOY L
PASS OXYGEN MANUAL

BATTERY BUS CBP1-P8
DEPLOY R
FLASH LIGHTS DC BUS 1 CBP1-E11
Table 2 Circuit Breakers – Oxygen

TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-2
Bleed Air Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . 19-2
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-2
Bleed Air Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-2
External Ground Air Connector . . . . . . . . . . . . . . . . . . . . . . . . . 19-2
One-Way Check Valves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-4
Engine Bleed Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-4
High-Pressure Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-5
APU Load Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-5
Isolation Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-6
Bleed Air Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-8
Engine Bleed Source Switching. . . . . . . . . . . . . . . . . . . . . . . . . 19-8
Engine Bleed Air Pressure Regulation. . . . . . . . . . . . . . . . . . . . 19-9
APU and Engine Bleed Air Priority – AUTO Mode. . . . . . . . . . . 19-9
APU LCV Interlock Protection . . . . . . . . . . . . . . . . . . . . . . . . . . 19-9
Engine Start Sequences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-10
Bleed Switching – Single Engine to APU. . . . . . . . . . . . . . . . . 19-12
In-flight – APU/Engine Bleed Switching Sequence . . . . . . . . . 19-12
Anti-Icing – APU/Engine Bleed Switching Sequence. . . . . . . . 19-12
APU LCV Manual Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 19-13
Bleed Air Leak Detection System . . . . . . . . . . . . . . . . 19-14
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-14
Dual-Sensing Loops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-16
Bleed and Center Fuselage Anti-Icing Ducts . . . . . . . . . . . . . . 19-16
Wing Anti-Icing Ducts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-16
Cowl Anti-Icing Duct and Leak Detection System . . . . . . . . . . 19-17
Anti-Ice and Leak Detection Controller . . . . . . . . . . . . . . . . . . 19-17
Leak Detection Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-17
Copyright © Bombardier Inc. Pneumatics

TABLE OF CONTENTS
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-18
BLEED AIR Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-18
ECS and ANTI-ICE Synoptic Pages. . . . . . . . . . . . . . . . . . . . . 19-20
ENGINE and APU FIRE PUSH Switch/Lights . . . . . . . . . . . . . 19-21
EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-22
Pneumatics Copyright © Bombardier Inc.

LIST OF FIGURES
Figure 19.1 Pneumatic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-3
Figure 19.3 BLEED AIR Control Panel – Manual Selection . . . . . . . 19-7
Figure 19.4 ACSC Block Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . 19-11
Figure 19.5 BLEED AIR – APU Manual Operation . . . . . . . . . . . . . 19-13
Figure 19.6 Bleed Air Leak Detection . . . . . . . . . . . . . . . . . . . . . . . 19-15
Figure 19.7 BLEED AIR Control Panel . . . . . . . . . . . . . . . . . . . . . . 19-19
Figure 19.8 ECS and ANTI-ICE Synoptic Pages . . . . . . . . . . . . . . . 19-20
Figure 19.9 APU and ENG FIRE PUSH Switch/Lights . . . . . . . . . . 19-21
Figure 19.10 Warning Message. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-22
Figure 19.13 Circuit Breakers – Pneumatics . . . . . . . . . . . . . . . . . . . 19-24

LIST OF FIGURES

PNEUMATICS

Introduction
The pneumatic system receives pressurized air from either the 6th or 10th
stage of the left and right engine compressors, the APU, or from an
external ground air source. Pneumatically-operated aircraft systems
include engine starting, cowl and wing anti-icing and air conditioning/
pressurization.
Bleed air management is fully automated; however, manual control of the
system is provided for non-normal operations.
Bleed Air Distribution

Description
A common bleed air manifold distributes the bleed air for the pneumatic
aircraft services.
Bleed air management, which consists of bleed source selection, valve
operation and air distribution, is automatically controlled by two
air conditioning system controllers (ACSC 1 and ACSC 2).
The pilot can manually control the pneumatic system from the BLEED AIR
control panel.

Bleed Air Manifold
The bleed air manifold is located in the engine pylons and aft equipment
bay and is divided into two sections by the isolation valve. The left side of
the manifold is pressurized from an external air source, the APU or the left
engine. The right engine normally pressurizes the right side of the
manifold.
External Ground Air Connector

An external ground air connector is located on the fuselage aft of the aft
cargo bay door. This connector allows external air to be supplied to the
bleed air manifold.
The external ground air connector and duct are not depicted on either the
ECS or ANTI-ICE synoptic pages. However, when external air is
connected, the pressure can be read as a digital readout on the ECS
synoptic page.
Intermediate Intermediate
Check Valve Check Valve
6th Stage 6th Stage

HP Valve HP Valve
10th Stage 10th Stage

Left Engine Right Engine
Bleed Valve Bleed Valve
(PRSOV) (PRSOV)
ISOL Valve
External Check APU

High-Pressure Valve LCV
Connection APU
ECS ANTI-ICE
COCKPIT CABIN
20°c ACTUAL 20°c
25°c 27°c
RAM
AIR
PACK 1 PACK 2
PRM7_19_001
45 45
PSI PSI
APU
CPAM PRESS CONT 1

C ALT 4500 4500 FT
RATE 0 0 FPM
P 8.3 8.3 PSI
LDG ELEV 560 FT
Figure 19.1 Pneumatic System

One-Way Check Valves
Four check valves are installed in various locations in the bleed air
ducting.
An intermediate pressure check valve is installed in each engine’s 6th
stage bleed air duct. The check valve blocks the output of 6th stage bleed
air to the manifold when the high-pressure valve (HPV) is open and
prevents the reverse flow of 10th stage bleed air to the lower pressure 6th
stage duct.
Check valves are installed at the external ground air connector and in the
APU bleed air duct. The check valve at the external ground air connector
prevents the loss of manifold air to the atmosphere. The check valve in the
APU duct prevents the reverse flow of manifold air to the APU.
The check valves are not represented on the ECS or ANTI-ICE synoptic
pages.
Engine Bleed Valves
Engine bleed air pressure increases proportionally with N2 compressor

speed. The pressure regulating function of the engine bleed valve limits
the engine’s discharge pressure to 45 ± 3 psi. When N2 compressor
speed is low and the engine bleed air pressure is less than the regulated
value, the valve is fully open.
The bleed valves are located on the engines (one per engine) and are
pneumatically operated and electrically controlled by their associated
ACSC.
The bleed air valves are fail-safe closed when:
• The engines are shut down
• The ACSC control signal is removed
• The associated ENG FIRE PUSH switchlight is selected
The valves can also be manually selected closed by the pilot at the
BLEED AIR control panel.
To enhance dispatch reliability, a manual override lever on the valve
housing allows the valve to be locked in the closed position.

High-Pressure Valves
Normally, the 6th stage of the engine compressor supplies air to operate
the pneumatically-powered aircraft systems. When system demands
exceed the capability of the 6th stage, the high pressure valve (HPV) is
commanded open to supply higher-pressure 10th stage bleed air to the
manifold. The HPV is controlled automatically by the ACSC.
The HPV is closed when the associated:
• PRSOV is closed
• Upstream bleed pressure is less than 13 psi
• Bleed air duct leak (automatically commanded closed by AILC)
• Control signal is removed (ACSC or pilot manually commanded)
• ENG FIRE PUSH switch/light pushed
To enhance dispatch reliability, the valve can be manually closed. The
manual override lever is on the HPV casing.
There are no EICAS indications of HPV operation.
APU Load Control Valve
The APU electronic control unit (ECU) controls the operation of the APU
and determines when the APU is ready for bleed air loading.
The APU load control valve (LCV) is modulated to control the amount of
bleed air taken from the APU. The ECU controls the opening, closing and
modulation of the LCV. When the aircraft’s pneumatic system requires
APU bleed air, the ACSC signals the ECU to open the LCV.
When the LCV is open, APU bleed air is delivered to the left side of the
bleed air manifold and the white APU LCV OPEN status message is
displayed.
The APU LCV is fail-safe closed. APU shutdown or the loss of the ECU or
ACSC signal closes the valve.

Isolation Valve
The isolation valve (ISOL) provides interconnection and isolation
capabilities between the left and right sides of the bleed air manifold.
The ACSC controlled 28 VDC powered ISOL valve cannot be motored
opened when any engine is supplying bleed air to the manifold or cowl
and/or wing anti-ice is selected ON.
In AUTO mode the ISOL valve:
• Automatically opens when both engine PRSOVs are closed and the
APU is supplying bleed air to the manifold (LCV open)
• Cycles open and closed during cross-bleed engine starts or right
engine start using APU bleed or external ground air
• Cycles open or closed during the auto transfer of bleeds between the
APU and engines
The pilot can manually select the ISOL valve open or close by switch
selection at the BLEED AIR control panel. Manual control does not
override the system’s protective features nor restrict automatic operation
of the isolation valve during engine start.
To enhance dispatch reliability, the ISOL valve can be locked in the closed
position. The manual override lever is on the valve housing.

APU PUMP
FAIL START
PRM7_19_003
SOV AVAIL
FAIL
PWR START /
FUEL STOP
BLEED AIR
NORMAL

AUTO BOTH ENG
CLSD MANUAL OPEN
L R
PRM7_19_004
ENG ENG
CLSD APU
BLEED VALVES Switch ISOL Valve Manually Opened

Isolation Valve Manual Operation
Figure 19.3 BLEED AIR Control Panel – Manual Selection

Bleed Air Management
Two air conditioning system controllers (ACSC 1 and ACSC 2) manage
the distribution of bleed air and control the air conditioning system. The
ACSCs monitor the duct pressures and position of all bleed and anti-icing
valves and use the information to program the:
• High-pressure valves (HPVs)
• Engine bleed valves
• Isolation valve
• APU LCV (via the APU ECU)
ACSC 1 controls the left HPV and left engine bleed valve; ACSC 2
controls the right HPV and right engine bleed valve. Normally, the active
channel of ACSC 1 controls the APU LCV and isolation valve. If ACSC 1
fails, control of the APU LCV and ISOL valve are transferred automatically
to ACSC 2.
Each controller consists of two channels. One channel of each controller
actively manages bleed air distribution for its applicable side while the
second channel maintains a standby/monitoring mode. Active channel
assignment is automatically switched on a daily basis. There are no
EICAS indications of active ACSC channel assignment.
Engine Bleed Source Switching
The ACSC looks at the following parameters in determining HPV

operation:
• Synthesized 6th stage duct pressure
• Manifold pressure (pack inlet pressure)
• Air conditioning system demands
• Anti-icing system demands
Air is usually bled from the low pressure ports of the engine’s N2
compressor (6th stage). When the engine N2 rpm is low or pneumatic
demands are high, the ACSC commands the HPV to open to allow the
higher-pressure 10th stage air to pressurize the manifold.
When engine rpm increases and 6th stage compressor output increases to
a satisfactory level, the HPV is commanded closed by the ACSC.

Engine Bleed Air Pressure Regulation
Engine bleed air pressure increases proportionally with N2 compressor

speed and the pressure regulating valve limits engine bleed air pressure to
45 ± 3 psi. If a pressure regulating valve fails and manifold pressure
exceeds 60 psi, the ACSC commands the applicable bleed valve closed
and the EICAS caution message L or R ENG BLEED appears.
APU and Engine Bleed Air Priority – AUTO Mode
Normally, the bleed air management is operated in AUTO mode. On the

ground, with both the engines and APU running, the APU always has
priority in supplying the bleed air for the aircraft pneumatic systems.
When the APU pneumatic ready-to-load (RTL) signal is sent, the ACSC
commands the APU ECU to open the APU LCV. After the APU LCV
opens, the isolation valve (ISOL) is automatically opened by the ACSC to
pressurize both sides of the manifold.
APU LCV Interlock Protection
The ACSC logic provides two levels of interlock protection for the APU
LCV. The control logic will not allow the engines and APU to supply the
manifold at the same time. The ACSC commands the engine bleed valves
to close before opening the APU LCV.
In AUTO, the control logic also prevents the APU from supplying bleed air
to the anti-ice systems. If the APU is supplying bleed air to the manifold
and either cowl or wing anti-icing is selected ON, the APU LCV is
automatically closed and the engine bleed valves are commanded open.
If the APU is manually selected as the bleed source and either cowl or
wing anti-ice is selected ON, the:
• APU LCV remains open
• Wing anti-icing valves remain closed
• BLEED MISCONFIG caution message is displayed

Engine Start Sequences
During engine starts on the ground, engaging the ENG START switch/light
automatically sequences the valves to allow bleed air to the air turbine
starter (ATS).
When the ENG START switchlight is pressed, the:
• Isolation valve opens (if previously closed)
• Both air conditioning pack valves close (if previously open)
• Associated start valve opens
• Engine air turbine starter (ATS) engages
When the engine achieves a starter cutout rpm of 50%, the ATS
disengages, the start valve closes and the air conditioning pack valves
and isolation valve return to their previous operating setting.

ACSC 1 ACSC 2
Channel Channel Channel Channel

A B A B
L Pack Valve HP Valve R Pack Valve HP Valve

Anti-ice Valves Bleed Valve Anti-ice Valves Bleed Valve
Bleed Valve APU LCV Bleed Valve APU LCV
HP Valve ISOL Valve HP Valve ISOL Valve
FADEC L Pack Valve FADEC R Pack Valve
Start Button Start Button
Duct Pressure Duct Pressure
L Pack Valve R Pack Valve
Wing Anti-ice Valve Wing Anti-ice Valve
Cowl Anti-ice Valve Cowl Anti-ice Valve
Start Valve Start Valve
FADEC FADEC
1 2
HP Valve HP Valve
ISOL
Valve
PRM7_19_005
Duct Pressure Sensing APU Duct Pressure Sensing

LCV
APU
Figure 19.4 ACSC Block Diagram

Bleed Switching – Single Engine to APU
During most phases of flight, the engines supply the bleed air for system
operations and the pneumatic system is managed automatically.
During single engine operation, if an engine relight is attempted, the
operating engine will supply the air for the cross-bleed start. The APU, if
operating at this time, will only become a bleed air source for engine
starter operation when the BLEED AIR panel is configured as follows:
• BLEED VALVES switch to MANUAL
• BLEED SOURCE switch to APU
In-flight – APU/Engine Bleed Switching Sequence
After takeoff with the APU operating, landing gear up and flaps 20 or less,
bleed air loading is transferred automatically to the engines when the
thrust levers are retarded from the takeoff detent. The transfer of bleeds
from the APU to the engines is totally automatic and sequential. The
transfer process takes approximately 20 seconds to complete.
On approach, if the APU is available for bleed air loading, the bleed
loading transfers from the engines to the APU when the flaps are greater
than 20 or the landing gear is down. The transfer process is automatic and
sequential and takes approximately 20 seconds to complete.
Anti-Icing – APU/Engine Bleed Switching Sequence
The ACSC will not allow the APU to supply bleed air to the wing anti-icing
systems. In AUTO mode with the APU as the bleed source, selection of
cowl or wing anti-icing immediately closes the APU LCV and transfers the
bleed loading to the engines.
In MANUAL mode with the APU as the bleed source, the automatic bleed
transfer from APU to engines is not available. When cowl and wing
anti-icing is selected ON, the:
• APU LCV stays open
• Engine bleed valves remain closed
• BLEED MISCONFIG caution message appears
• Wing anti-ice valves remain closed
• Cowl anti-ice valves open
APU LCV Manual Operation
In MANUAL mode the following parameters must be met before the APU
LCV will open:
• APU must be operating and ready to accept bleed air loading
• BLEED SOURCE switch must be selected to APU
• BLEED VALVES switch must be selected to MANUAL
BLEED AIR
NORMAL

AUTO BOTH ENG
CLSD MANUAL OPEN BLEED SOURCE
L R Switch to APU to
ENG ENG
open LCV and close
BLEED VALVES CLSD APU the engine bleeds.
Switch to MANUAL to arm
ISOL and BLEED SOURCE. ISOL valve open.
ECS ANTI-ICE
COCKPIT CABIN
20°c ACTUAL 20°c
25°c 27°c
RAM
AIR
PACK 1 PACK 2
Engine Bleeds
closed
BLEED MANUAL
29 29
PSI PSI
ISOL
valve open
PRM7_19_006
APU
CPAM PRESS CONT 1

C ALT 4500 4500 FT
RATE 0 0 FPM
P 6.3 6.3 PSI APU LCV
LDG ELEV 560 FT
open
Figure 19.5 BLEED AIR – APU Manual Operation

Bleed Air Leak Detection System
Description
The bleed air leak detection system monitors the pneumatic and anti-icing
ducting for high temperatures associated with bleed air leakage. EICAS
messages and system control are provided by an anti-ice and leak
detection controller (AILC).
The bleed air leak detection consists of continuous sensing loops routed in
parallel along the pneumatic ducting. The system is divided into five zones
and each zone can be isolated by means of a shutoff valve. The five
zones are left and right bleed zones, left and right cowl anti-ice zones and
wing anti-ice zone. The wing anti-ice zone is subdivided into four loops.
They are left and right fuselage loops and left and right wing loops. The
supply ducting is encased in a protective cover. If a leak occurs, holes in
the protective cover direct the hot bleed air towards the sensing loops.
The dual-sensing loops are used to ensure dispatch reliability and to
minimize system false warnings. To prevent false indications, both loops
must detect a leak before an EICAS message is posted. The leak
detection sensing loops consist of two wires mounted coaxially inside a
flexible metal tube. The ends of each sensing loop are connected to the
controller. When hot air escapes from a leak in the ducting it is sensed by
the controller which posts an EICAS message identifying the leakage
zone. The duct is then isolated by closing the appropriate shutoff valve.
For normal wing anti-icing, hot bleed air from the supply ducting is
released through piccolo tubes to heat the wing leading edges. The dual
loops and a skin temperature sensor located in the wing leading edge are
used to detect failures in the wing anti-ice ducting.
The cowl anti-ice ducts, located in the engine pylons, consist of inner and
outer ducts. Bleed air for anti-icing travels through the inner duct. The area
between the inner and outer duct is monitored by a pressure transducer. In
the event of a failure or crack of the inner duct, the pressure transducer
will sense the air pressure change and send a signal to the AILC to post
an EICAS warning message.

Wing
Wing Anti-ice
Cross-Bleed
Valve
Left Cowl Left Wing Right Wing Right Cowl

Anti-ice Anti-ice Anti-ice Anti-ice
Left Valve Right Valve
Valve Valve
Cowl Cowl
Left Right
Engine Engine
PRSOV PRSOV
Left Pack Right Pack

Engine Flow Flow
Firewall Control Control Engine
Valve Valve Firewall
Left Right
Bleed Bleed
Zone Zone
Ground Air APU Firewall Bleed

Connector Isolation
Valve
Figure 19.6 Bleed Air Leak Detection

Dual-Sensing Loops
Dual-sensing loops are used to monitor:

• Bleed air ducts in the engine pylons and aft equipment bay
• Anti-ice ducts in the aft equipment bay, center fuselage (including the
cross-bleed duct) and leading edges of the inboard wings and slats
Both loops must detect the high temperatures associated with a leak
before the applicable bleed air duct or anti-ice duct warning is generated.
The dual- loop system provides two significant advantages over a
single-loop system. Dual-loops minimize false leak indications and allow
the aircraft to be dispatched under certain conditions with one loop faulted.
Bleed and Center Fuselage Anti-Icing Ducts
The bleed air ducts are constructed of stainless steel and are insulated
and encased by a protective outer cover. A series of holes are drilled at
predetermined locations in the duct’s outer cover and dual-sensing loops
are installed adjacent to these holes. If a bleed or anti-ice duct leaks, the
holes direct the escaping hot air onto the sensing loops.
Wing Anti-Icing Ducts
In the wing leading edges, dual-sensing loops and dual-temperature

sensors are used to detect the failure of a wing anti-ice duct (piccolo tube)
or duct connector. The detectors can discriminate between the overheat
condition that is caused by a leaking duct and the normal high
temperatures that are associated with wing anti-icing.
The extreme outer portion of slat 3 is not protected by dual-sensing loops.
Instead, a dual-temperature sensor is used to detect failure of the piccolo
tube.

Cowl Anti-Icing Duct and Leak Detection System
The cowl anti-icing valves are located in the aft equipment bay and
connected to their associated nacelle by an anti-ice duct. In the pylon, a
double-walled duct is used. The pressurized hot bleed air travels through
the inner portion of the pylon duct. The outer portion is not pressurized
and is monitored by a pressure transducer.
If the inner duct ruptures, the escaping pressurized bleed air is contained
inside the outer duct and the transducer detects the increase in outer duct
pressure. The transducer signals the DCU and the associated L or R
COWL A/I DUCT warning message is generated.
Anti-Ice and Leak Detection Controller
A dual-channel anti-ice and leak detection controller (AILC) continuously

monitors for failure of the bleed air and anti-icing ducts and integrity of
both channels of the detection system. AILC channel A monitors loop A,
while channel B monitors loop B. Both loops must sense the high
temperatures associated with a bleed air leak before a leak detection
warning message is posted.
If a leak occurs downstream of the wing anti-icing valve (aft equipment
bay, center fuselage or wings), the AILC will automatically close both wing
anti-icing valves and display the ANTI-ICE DUCT warning message.
If the leakage occurs in the bleed ducting before the wing or cowl anti-icing
valves, the appropriate L or R BLEED DUCT warning message is
displayed. The applicable engine bleed valve automatically closes to
isolate the failed duct.
Leak Detection Testing
The leak detection system is continuously tested.

Failure of both detection channels in any detection zone is indicated by the
applicable L or R BLEED LOOP or ANTI-ICE LOOP caution message.
Failure of a single-channel (loop) is indicated by the DUCT MON FAULT or
WING A/I FAULT status message.

Description
The pneumatic system is controlled from the BLEED AIR control panel.
The control panel allows the pilot to operate the system automatically,
manually or to isolate the bleed air manifold from all aircraft bleed air
sources.
There are no flight deck controls for the bleed air leak detection system.
EICAS indications for the pneumatic and leak detection systems are
provided on the primary page, status page and the ECS and ANTI-ICE
synoptic pages.
The bleed air control panel is located on the overhead panel and
incorporates the following:
BLEED VALVES Rotary Selector

CLSD: All aircraft bleed sources are selected closed; however, it is still
possible to pressurize the manifold with air from an external air cart.
AUTO: The ACSCs control all aspects of bleed air management.
MANUAL: The pilot manually controls the bleed air system. The manual
mode cannot override the protective interlocks or valve sequencing that
occurs automatically during the engine start cycle.
ISOL Switch
The ISOL switch is powered only when the BLEED VALVE rotary selector
is placed to MANUAL.
OPEN: The ISOL valve is electrically energized open.
CLSD: The ISOL valve is electrically energized closed.

BLEED SOURCE Rotary Selector
The BLEED SOURCE rotary selector is enabled only when the BLEED
VALVE rotary selector is placed to MANUAL.
L ENG: The left engine bleed valve is open if the left engine is capable of
supplying bleed air. The right engine bleed valve and APU LCV are
closed.
BOTH ENG: The left and right engine bleed valves are open if both
engines are capable of supplying bleed air. The APU LCV is closed.
R ENG: The right engine bleed valve is open if the right engine is capable
of supplying bleed air. The left engine bleed valve and APU LCV are
closed.
APU: When the APU is available for bleed air loading, the APU LCV is
opened and the left and right engine bleed valves are closed.
WING A/I CROSS-BLEED Rotary Selector

The WING A/I CROSS-BLEED rotary selector on the BLEED AIR panel is
used for wing anti-icing. Refer to Chapter 13, Ice and Rain Protection of
this manual for a detailed description.
WING A/I CROSS-BLEED Selector
BLEED AIR
NORMAL

AUTO BOTH ENG
CLSD MANUAL OPEN
L R
PRM7_19_010
ENG ENG
CLSD
SD APU
BLEED VALVES ISOL Switch BLEED SOURCE

Rotary Selector Rotary Selector
Figure 19.7 BLEED AIR Control Panel

ECS and ANTI-ICE Synoptic Pages
ECS ANTI-ICE
COCKPIT CABIN
20°c ACTUAL 20°c
25°c 27°c
RAM
AIR
PACK 1 PACK 2
45 45
PSI PSI
APU
PRM7_19_009
CPAM PRESS CONT 1
C ALT 4500 4500 FT
RATE 0 0 FPM
P 8.3 8.3 PSI
LDG ELEV 560 FT
Figure 19.8 ECS and ANTI-ICE Synoptic Pages

ENGINE and APU FIRE PUSH Switch/Lights
When an ENG FIRE PUSH switch/light is selected, the respective engine

bleed valve (PRSOV) and high-pressure valve (HPV) close.
If the APU FIRE PUSH switch/light is selected, the APU LCV will close.
The ACSC will automatically transfer the bleed air loading to the engines if
running.
LLHH EN
EENG
NG
FIRE
PPUSH
USH
USSHH
PULL UP
ROLL MASTER MASTER
SEL STALL
PLT GND PROX ARMED
ROLL PUSH TO
DISCH
APU, RH ENG, LH ENG Fire Push Switch/Lights
APU
APU RRHH EN
EENG
NG
FIRE FIRE
PUSH
PUSSHH PPUSH
US
USH
SHH PRM7_19_011
PULL UP
STALL
TAL SEL
ROLL
DISCH PUSH TO
DISCH
Figure 19.9 APU and ENG FIRE PUSH Switch/Lights

EICAS Messages
The pneumatic system messages are shown on the EICAS primary and
AURAL
WARNING
A bleed air leak detected by AILC in the “Bleed Air

L BLEED DUCT
left bleed ducting. Duct”
A bleed air leak detected by AILC in the “Bleed Air

R BLEED DUCT
right bleed ducting. Duct”
Incorrect bleed configuration (including APU) when in

manual mode. (APU LCV open, engine bleeds closed).
BLEED MISCONFIG 1-2-3
APU is manually selected as the bleed source and
either wing or cowl anti-ice switches selected on.
Incorrect operating pressure or excessive bleed

L ENG BLEED 1-2-3 temperature detected due to failure of the HPSOV or
PRSOV or total loss of ACSC.
Incorrect operating pressure or excessive bleed

R ENG BLEED 1-2-3 temperature detected due to failure of the HPSOV or
PRSOV or total loss of ACSC.
Loss of both leak detection loops in left bleed ducting

L BLEED LOOP 1-2-3
during PBIT.
Loss of both leak detection loops in right bleed ducting

R BLEED LOOP 1-2-3
during PBIT.
ISOL FAIL 1-2-3 Isolation valve failed open or closed.
Bleed shutdown after bleed leak and system not

L BLEED DUCT
selected off
Bleed shutdown after bleed leak and system not

R BLEED DUCT
selected off.

MESSAGE LOGIC
BLEED CLOSED All bleeds left and right engine and APU closed.
BLEED MANUAL Bleed system in manual mode.
APU bleed inhibited due to an improper bleed system

BLEED MISCONFIG
configuration (manual mode only).
DUCT MON FAULT Loss of redundancy of bleed leak detection system.
ISOL CLOSED Isolation valve fully closed.
ISOL OPEN Isolation valve fully open.
Left engine bleed valve is closed and bleed is selected to

L ENG BLEED CLSD
manual.
Right engine bleed valve is closed and bleed is selected to

R ENG BLEED CLSD
manual.
Loss of redundancy of left bleed system. Pack inlet pressure

L ENG BLEED SNSR
sensor failed.
Loss of redundancy of right bleed system. Pack inlet pressure

R ENG BLEED SNSR
sensor failed.


CB LABEL
SOURCE LOCATION
ACS L PRESS SENS DC BUS 2 CBP2-F6
ACS R PRESS SENS DC ESSENTIAL CBP2-T11
BLEED SOV L DC ESSENTIAL CBP2-S10
BLEED SOV R DC ESSENTIAL CBP2-S11
Figure 19.13 Circuit Breakers – Pneumatics

TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-2
Flat-Rated Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-2
Engine Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-4
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-4
Airflow Paths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-4
N1 Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-4
N2 Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-5
Accessory Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-5
Engine Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-6
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-6
Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-6
Fuel/Oil Heat Exchanger and Fuel Filter . . . . . . . . . . . . . . . . . . 20-7
Fuel Metering Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-7
Fuel System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-7
Engine Control System. . . . . . . . . . . . . . . . . . . . . . . . . . 20-8
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-8
FADEC Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-8
Electrical Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-9
Engine Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-9
One-Engine-Inoperative (OEI) Fuel Scheduling . . . . . . . . . . . 20-11
High Power Schedule Switch/Light . . . . . . . . . . . . . . . . . . . . . 20-13
Thrust Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-14
Thrust Mode Annunciation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-15
Normal-Rated Takeoff N1 Thrust (TO) . . . . . . . . . . . . . . . . . . 20-17
Go-Around Thrust (GA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-18
Climb Thrust (CLB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-19
Max Power (APR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-20
Cruise Range (CRZ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-21
Bleed Air Extraction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-21
Flex Thrust (FLX) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-22
Copyright © Bombardier Inc. Power Plant

TABLE OF CONTENTS
N1 and N2 Synchronization . . . . . . . . . . . . . . . . . . . . . 20-24
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-24
N1 Fan Synchronization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-24
N2 Synchronization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-24
Engine Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-26
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-26
Engine Oil Level and Replenishment System . . . . . . . . . . . . . 20-27
Engine Bleed Air System . . . . . . . . . . . . . . . . . . . . . . . 20-30
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-30
Engine Starting System . . . . . . . . . . . . . . . . . . . . . . . . 20-32
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-32
Start Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-33
Air Turbine Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-33
Start Sequence. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-34
Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-36
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-36
Engine Starting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-36
Aerodynamic Stall Protection . . . . . . . . . . . . . . . . . . . . . . . . . . 20-36
Continuous Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-37
Flameout Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-37
Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-38
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-38
Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-38
Thrust Lever Position Measurement . . . . . . . . . . . . . . . . . . . . 20-39
Takeoff/Go-Around (TOGA) Switches . . . . . . . . . . . . . . . . . . . 20-40
Thrust Reverser Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-40
Power Plant Copyright © Bombardier Inc.

TABLE OF CONTENTS
Thrust Reverser System . . . . . . . . . . . . . . . . . . . . . . . . 20-42
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-42
Vibration Monitoring System . . . . . . . . . . . . . . . . . . . . 20-44
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-44
N1 Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-44
N2 Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-44
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-46
EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-57

TABLE OF CONTENTS

LIST OF FIGURES
Figure 20.1 Power Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-3
Figure 20.2 Airflow Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-3
Figure 20.3 AEO to OEI Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-12
Figure 20.4 ENGINES/Miscellaneous Test Panel . . . . . . . . . . . . . . 20-13
Figure 20.5 N1 Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-14
Figure 20.6 Thrust Mode Indications . . . . . . . . . . . . . . . . . . . . . . . . 20-16
Figure 20.7 Takeoff (TO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-17
Figure 20.8 Go-around (GA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-18
Figure 20.9 Climb (CLB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-19
Figure 20.10 Single-engine (APR) . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-20
Figure 20.11 Cruise (CRZ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-21
Figure 20.12 Flex (FLX) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-23
Figure 20.13 ENGINES SYNCH Selector . . . . . . . . . . . . . . . . . . . . . 20-24
Figure 20.14 Engine Oil Level Indication and Duration Table . . . . . . 20-27
Figure 20.15 MENU PAGE – Oil Quantity . . . . . . . . . . . . . . . . . . . . . 20-29
Figure 20.16 Oil Replenishment System . . . . . . . . . . . . . . . . . . . . . . 20-29
Figure 20.17 Bleed Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-31
Figure 20.18 Bleed Air Manifold (Start System) . . . . . . . . . . . . . . . . 20-32
Figure 20.19 Start and Ignition Panel . . . . . . . . . . . . . . . . . . . . . . . . 20-35
Figure 20.20 Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-41
Figure 20.21 Thrust Reverser Controls/Indications . . . . . . . . . . . . . . 20-43
Figure 20.22 Vibration Monitoring Indications . . . . . . . . . . . . . . . . . . 20-44
Figure 20.23 Thrust Lever Quadrant . . . . . . . . . . . . . . . . . . . . . . . . . 20-47

LIST OF FIGURES
Figure 20.24 START/IGNITION Panel . . . . . . . . . . . . . . . . . . . . . . . . 20-48
Figure 20.25 ENGINES Control Panel . . . . . . . . . . . . . . . . . . . . . . . . 20-49
Figure 20.26 THRUST REVERSER Control Panel . . . . . . . . . . . . . . 20-49
Figure 20.27 EICAS MENU Page – Oil Quantity . . . . . . . . . . . . . . . . 20-50
Figure 20.28 Oil Replenishment System . . . . . . . . . . . . . . . . . . . . . . 20-51
Figure 20.30 Thrust Reverser Indications . . . . . . . . . . . . . . . . . . . . . 20-52
Figure 20.31 ITT Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-53
Figure 20.33 Fuel Flow/Oil Temp/Oil Press Indications . . . . . . . . . . . 20-55
Figure 20.34 Vibration Monitoring Indications . . . . . . . . . . . . . . . . . . 20-56
Figure 20.37 Advisory Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-59
Figure 20.39 Circuit Breakers – Power Plant . . . . . . . . . . . . . . . . . . . 20-62

POWER PLANT

Introduction
The aircraft are equipped with two high-bypass turbofan engines that
supply thrust, electrical power, hydraulic power and bleed air for aircraft
operation. Each power plant is controlled by a full authority digital engine
control system (FADEC).
The dual-assembly engine consists of a fan rotor (N1) and a compressor
rotor (N2). The N1 rotor is comprised of a single-stage fan connected
through a shaft to the four-stage low-pressure turbine. The N2 rotor is a 10
stage axial flow compressor connected through a shaft to the two-stage
high-pressure turbine. The N2 compressor drives the accessory gearbox.
The CF34-8C5A1 is the baseline engine model for the CRJ1000. An
optional CF34-8C5A2 or CF34-8C5 engine is available. The CF34-8C5A2
optional engine allows approximately 5% greater normal takeoff thrust.
Flat-Rated Thrust
Outside air temperature and pressure altitude are determining factors in
achieving takeoff and APR thrust. Increases in ambient temperature or
pressure altitude adversely affect the engine’s ability to produce rated
thrust. The engines are flat-rated to ISA + 15°C (86°F) at sea level.

Figure 20.1 Power Plant
Figure 20.2 Airflow Distribution

Engine Construction
Description
The power plant has two independent major assemblies. The N1 section
consists of a fan rotor that is driven through a shaft by a four stage
low-pressure turbine. The N2 section is comprised of a 10 stage axial flow
compressor, combustor, accessory gearbox and a two stage high-pressure
turbine. The high-pressure turbine drives the compressor.
Airflow Paths
Engine airflow passes through the single-stage fan and is divided into two
airflow paths: bypass and core air.
Bypass Air
Air is accelerated by the single-stage N1 fan and is ducted around the
engine nacelle to produce most of the thrust generated at takeoff. Thrust
reversers are used to divert the bypass air forward to assist in aircraft
braking on the ground.
Core Air
Some of the air that is accelerated by the N1fan enters the N2 core where
it is compressed, mixed with fuel and ignited. The resulting combustion
gases are then exhausted onto the high-pressure two-stage N2 turbine to
drive the N2 assembly. After passing through the N2 turbine, the exhaust
gases are discharged onto the low-pressure four-stage N1 turbine to drive
the N1 fan. Jetpipe thrust accounts for a smaller portion of the thrust
generated at takeoff.
N1 Fan
The N1 fan is a single-stage fan that consists of 28 titanium alloy blades. A

kevlar blanket is wrapped around the fan housing to contain possible
damage from a failed N1 fan or blades. N1 fan rpm is indicated on the
EICAS primary page.

N2 Compressor
The N2 compressor is a 10th stage variable geometry (VG) axial flow
compressor that is mechanically driven by the high-pressure turbine
assembly. The operability valve and variable geometry (VS) system are
used to maintain the compressor’s aerodynamic performance and stall
margin throughout the operating range.
The VG system regulates airflow across the N2 compressor by changing
the position of the inlet guide vanes and the stator vanes for the first four
stages of the compressor. The VG system optimizes the angle-of-attack of
the airflow at the compressor blades and provides compressor stall and
surge protection.
The VG inlet guide vanes and stators are programmed by FADEC and
positioned by actuators and mechanical linkage. High-pressure fuel from
the engine’s fuel metering unit (FMU) is used to hydraulically move the
actuators.
The operability valve provides additional compressor airflow control. The
valve extracts bleed air to offload the compressor during engine starts and
during high aerodynamic loading of the compressor. The operability valve
is programmed by the FADEC and hydraulically activated by high-pressure
fuel from the engine’s FMU.
N2 rpm is displayed on the EICAS primary page. There are no EICAS
indications for the variable geometry system or the operability valve.
Accessory Gearbox
The N2 compressor drives the engine’s accessory gearbox (AGB). The

AGB has a partition for an integral oil reservoir. Mounted on the AGB are:
• Engine lubrication pumps
• FADEC alternator
• Hydraulic pump (EDP 1 or EDP 2)
• Engine fuel pump
• Integrated drive AC generator (IDG)
• Air turbine starter (ATS)

Engine Fuel System
Description
Fuel is delivered to the fuel injectors at the pressures and flow rates
necessary to maintain the desired engine thrust. The engine fuel system in
addition to providing fuel for combustion is used to:
• Actuate the VG compressor linkage
• Operate the operability valve
• Cool the engine oil (fuel/oil heat exchanger)
• Actuate and lubricate fuel system components
• Provide motive flow for the scavenge and main ejector pumps
Combustion fuel can be interrupted by moving the thrust lever to
SHUTOFF or by selecting the ENG FIRE PUSH switch/light. The
SHUTOFF position shuts off the fuel at the fuel metering unit. The ENG
FIRE PUSH switch/light closes the fuel shutoff valve and the fuel metering
valve shutoff valve.
Fuel Pump
The AGB mounted fuel pump is comprised of three separate pumps

contained within a single housing. The fuel pump provides fuel under
high-pressure and at a flow rate that exceeds the requirements of the
engine at any thrust setting. Excess fuel is bypassed back to the fuel filter.
Fuel pump pressure is also used to generate motive flow for the scavenge
and main ejectors of the aircraft fuel system.

Fuel/Oil Heat Exchanger and Fuel Filter
A fuel/oil heat exchanger is used to warm engine fuel and cool engine oil.
The engine fuel temperature is indicated on the FUEL synoptic page.
A micron fuel filter is used to remove solid contaminants from the fuel. The
filter is depicted on the FUEL synoptic page. If the filter becomes clogged,
the fuel bypasses the filter to ensure continued engine operation. When
the filter becomes contaminated to a point that an impending fuel bypass
condition exists, an EICAS caution message is presented and the fuel filter
icon on the FUEL synoptic page changes from green to amber.
Fuel Metering Unit
The fuel metering unit (FMU) is an electro-hydraulic device that meters

and distributes the fuel needed for combustion based upon control signals
from the FADEC system. The FMU’s primary components are the fuel
metering valve and pressurizing and shutoff valve. The metering valve
regulates fuel in response to commands from the FADEC to maintain
combustion under all operating conditions. The pressurizing and shutoff
valve controls the supply of fuel for combustion.
The FMU also supplies the high-pressure fuel used to actuate the
operability valve, and VG inlet guide vanes and compressor stator vanes.
Fuel System Operation
The main fuel ejectors or DC-powered boost pumps deliver fuel from the
collector tanks via fuel feed manifolds to the engines. Engine fuel shutoff
valves (SOVs) are installed in the manifold to interrupt the supply of fuel to
the engines during a fire. The ENG FIRE PUSH switch/lights control the
SOVs. Refer to Chapter 11, Fuel, of this manual for details regarding the
operation of the fuel SOVs.
At the engine, the fuel is pressurized, heated, filtered, metered and
distributed to the combustion chamber. All fuel scheduling is controlled by
the FADEC.

Engine Control System
Description
The power plants are controlled by the full authority digital engine control
(FADEC) system. The FADEC provides a full range of engine control
under all steady state and transient engine conditions. The FADEC
controls the operation and performance of the engine through three
subsystems: fuel control, compressor airflow management and engine
starting/ignition control.
FADEC Unit
Each power plant has its own dual-channel FADEC computer. One
FADEC channel operates as the in-control channel and processes
information to provide engine control outputs. The other channel operates
in standby. The standby channel processes all the input information but
does not provide control output but with one exception. Both the in-control
and standby channels will respond to an engine overspeed by
commanding the shutoff valve in the fuel metering unit to close to return
the engine to an onspeed condition.
The in-control and standby channels continuously share command and
status data through a crosstalk data bus. Should the designated in-control
channel become unserviceable, the standby channel assumes the
in-control role.
During normal operations with two serviceable FADEC channels, FADEC
software will cause the channels to alternate in-control and standby roles
after every second engine start. During the engine start, switchover occurs
at 7% N2 rpm.
Each FADEC unit has many levels of system redundancy. FADEC
malfunctions are presented as either caution or status messages. Each
message has a different impact upon the dispatchability of the aircraft.

The minimum equipment list (MEL) defines the dispatch implications for
each of the following messages in detail:
• L or R FADEC FAULT 1 status message – 10 day dispatch maximum
before fault rectification required
• L or R FADEC FAULT 2 status message – 30 day dispatch maximum
before fault rectification required
• L or R FADEC caution message – no dispatch
There are no EICAS indications of active FADEC channel assignment.
Electrical Power
The FADEC system has its own source of electrical power. When N2 rpm
is above 50%, a dedicated accessory gearbox-mounted FADEC alternator
supplies power to both FADEC channels. Below 50% N2 rpm, the aircraft’s
electrical system powers the FADEC system.
Engine Idle
When the thrust lever is placed in IDLE, the minimum N2 idle rpm is
programmed by FADEC. Idle rpm is dependent upon atmospheric
information, bleed air loading and phase of flight.
The FADEC will always program the best idle speed for any phase of
flight. When the aircraft transitions from one flight phase to the next, idle
rpm is automatically adjusted. There are five different N2 idle settings:
flight idle, approach idle, landing idle, reverse idle and ground idle.
Flight Idle
Flight idle refers to the idle setting used when the thrust lever is at idle,
landing gear is up and the flaps are set to 20 or less. N2 flight idle rpm
increases with altitude.
Approach Idle
Approach idle is a corrected N2 core speed that permits the engine to
accelerate to go-around thrust in the minimum amount of time. N2
approach idle is activated when the thrust lever is at idle and the approach
bit is set (landing gear down, or flaps greater than 20).

Landing Idle
Landing idle is an intermediate N2 speed between reverse idle and ground
idle that occurs on touchdown with weight-on-wheels or wheel rotation.
The purpose of landing idle is to keep the N2 speed elevated until reverser
deployment is commanded to allow the engine to achieve reverse idle in
an acceptable amount of time.
If the thrust reversers are not activated after weight-on-wheels or wheel
spin-up is detected, the FADEC maintains landing idle for only 5 seconds.
At the end of the 5 second period, the FADEC sets ground idle.
Because landing idle is set to a lower rpm than reverse idle, the landing
distance penalty associated with not using the thrust reversers is
minimized.
Reverse Idle
The purpose of reverse idle is to raise the N2 core speed to permit the
engine to achieve full reverse thrust in an acceptable amount of time.
Reverse idle is selected when:
• Weight is on wheels or wheels rotation
• Applicable thrust reverser lever is raised
• Thrust reverser cowl not stowed (moving to the open position)
Ground Idle
N2 ground idle is the minimum thrust setting. It is selected when weight is
on wheels and the thrust lever is in idle. Ground idle varies with altitude
and temperature. Increases in altitude or ambient temperature result in an
increase in N2 idle rpm. Decreases in altitude or ambient temperature
result in a decrease in N2 idle rpm.

One-Engine-Inoperative (OEI) Fuel Scheduling
The FADEC computers continuously crosstalk to share data on the health
of each engine. The FADEC will automatically increase the thrust on the
operating engine when the other engine fails. The value of the increased
thrust is dependent on the position of the thrust lever at the time of the
engine loss.
The FADEC system monitors the N1 rpm of both engines. If the mismatch
of N1 fan speeds exceeds 15%, the FADEC automatically increases the
N1 speed of the operable engine.
This automatic increase in thrust is related to thrust lever position:
• APR thrust when the applicable thrust lever is in the TOGA detent
• Automatic increase to maximum continuous thrust (MCT) when the
applicable thrust lever is in the CLIMB detent
• Proportional increase in thrust when operating with the applicable
thrust lever in the cruise range
Automatic Performance Reserve

When an engine fails, the automatic performance reserve (APR) feature of
the FADEC will automatically increase the thrust for the operating engine
to the emergency thrust setting of APR.
The automatic increase in thrust occurs when:
• Thrust levers are in the TOGA detent
• Either normal takeoff, flex takeoff thrust or go-around is programmed
The automatic thrust feature is armed during takeoff when the N1 rpm of
both engines are within 8% of scheduled takeoff thrust. On the approach,
APR is armed for the go-around when the approach bit is set (either
engine is available, flaps greater than 20 or the landing gear is down).
The green APR icon appears in the center of the N1 gauge of the
operating engine when:
• APR system is activated by an engine failure, or
• Thrust lever for the operable engine is set in the MAX POWER detent
APR thrust for both engines can also be selected by advancing both thrust
levers to MAX POWER. A green APR icon appears in the center of each
N1 gauge.
Climb Thrust/Maximum Continuous Thrust
When climb thrust is set (CLIMB detent) and an engine fails, the operating
engine N1 rpm is increased to the emergency thrust rating of maximum
continuous thrust (MCT). MCT is indicated on the primary page by the
thrust mode annunciator located below the N1 gauges and by the increase
in N1 thrust on the operating engine.
Cruise Range
When an engine fails with the thrust levers in the cruise range, the N1 rpm
of the operable engine is increased. The fuel scheduling is changed to
provide a smooth transition to MCT as the thrust lever for the operable
engine is advanced to the CLIMB detent. The actual percentage of
increase in N1 rpm is a function of the position of the thrust lever for the
operating engine.
N1 One Engine Inoperative Profile (OEI)

APR
N1 All Engine Operating Profile (AEO)
N1 Flex
MCT
FADEC FLX
Target N1 Cruise
CLB
PRM7_20_033
Thrust Lever Position CLIMB TOGA MAX POWER

Detent Detent Detent
Figure 20.3 AEO to OEI Profile

High Power Schedule Switch/Light
If MCT is required with both engines operating and lever is in climb detent,
the pilot can select the HIGH PWR SCHEDULE switch/light on the
ENGINES/miscellaneous test panel. Both FADECs then schedule the
MCT thrust level and an advisory message ENGS HI PWR SCHED is
displayed on the status page. When selected, the HIGH PWR SCHEDULE
switch/light displays a green ‘ON’ legend.
NOTE
There are no operational procedures for the use of the
HIGH PWR SCHEDULE switch/light.
High Power Schedule Switch/Light (Guarded)

When selected, MCT applied to both engines, if
thrust levers in CLIMB detent. APR applied, if thrust
levers in TOGA detent.
ENGINES LAMP
TEST
OFF
1
N1 N2
ON 2

SCHEDULE
BRT
DIM
FDR EVENT
SYNCH
Used to select engine synchronization.
N1 – Matches the fan speed of the right
PRM7_20_003
engine to the fan speed of the left engine.

OFF – Selects synchronization off.
N2 – Matches the core speed of the right
engine to the core speed of the left engine.
Figure 20.4 ENGINES/Miscellaneous Test Panel

Thrust Calculations
FADEC automatically computes a target thrust rating for selected thrust
lever position and presents the target or maximum value on the N1 gauge.
On the ground, normal rated takeoff thrust is automatically calculated
when electrical power is first applied to the aircraft. Normal rated N1
takeoff rpm is continuously updated for changes in the Mach number, delta
ambient temperature and pressure altitude. Although the FADEC is
capable of calculating normal takeoff N1 with the engine off, the
calculation is more accurate with the engine at idle speed.
During the takeoff roll, the N1 normal rated takeoff thrust value is
continuously updated as the aircraft accelerates down the runway. At 65 kt
the thrust calculation is locked in. The calculation is unlocked when the
aircraft's altitude exceeds 400 f AGL or the thrust lever is moved from the
TOGA detent.
The cyan color target N1 appears on the N1 gauge as:
• N1 caret (donut for cruise thrust)
• N1 digital reference
• Thrust mode annunciation
N1 Caret
86.5 86.5 N1 Digital Reference
86.5 86.5
PRM7_20_004
N1
TO Thrust Mode Annunciation
Figure 20.5 N1 Indications

Thrust Mode Annunciation
The thrust mode annunciation identifies the position of the thrust lever
during most phases of operation or a specific armed condition.
With both engines operating, the following thrust mode annunciations are
presented:
• CRZ -- thrust levers in the cruise range
• CLB -- thrust levers in the climb detent
• TO -- ground operations or thrust levers in TOGA detent for takeoff
• GA -- thrust levers in the TOGA detent for in-flight go-around
During ground operations or during the approach phase, the thrust mode
annunciation may not indicate the position of the thrust lever but an armed
condition.
Prior to lift-off, TO is the default mode. It appears automatically and is
independent of engine operation or thrust lever position.
On approach, when the landing gear is down or flaps are greater than 20,
the GA mode is armed and presented as the thrust mode annunciation.
With both engines operating, the thrust levers are normally moved
together and a single thrust mode annunication is presented.
When the thrust levers are moved separately, the thrust mode
annunciation changes to reflect the position of each thrust lever. When the
thrust lever is moved to SHUTOFF, the primary page N1 thrust mode
annunciation for the applicable engine is blank.
Prior to takeoff, only the default TO setting or programmable FLX thrust
mode annunciations are presented on the N1 gauges.

(All Engines Operating) (One Engine Only)

92.0
92.0 92.0 92.0
92.0 92.0
92.0 92.0 10.0 92.0
APR APR APR APR

N1 N1
TO TOGA /TO
(Left Thrust Lever Off)
88.6
92.0 88.6 92.0
92.0 92.0
88.6 88.6 10.0 92.0
APR APR APR APR

N1 GO N1
GA AROUND GA
(Left Thrust Lever Not Off)
85.1
92.0 85.1 92.0
92.0 92.0
85.1 85.1 10.0 92.0
APR APR
N1 N1
CLB CLIMB /MCT
MCT During Climb
(Left Thrust Lever Off)
86.0
92.0 86.0 86.0
92.0 86.0
80.0 80.0 0.0
10.0 86.0
APR
N1 N1
CRZ CRUISE CRZ
90.0
92.0 90.0
90.0 90.0
N1
FLX FLEX
92.0
92.0 92.0
24.3 24.3
PRM7_20_005
N1
TO IDLE
Figure 20.6 Thrust Mode Indications

Normal-Rated Takeoff N1 Thrust (TO)
Normal-rated takeoff thrust is automatically calculated by FADEC when
electrical power is applied to the aircraft on the ground. Takeoff thrust is
set on the takeoff roll by placing the thrust levers in the TOGA detents.
The programmed normal-rated takeoff thrust value is displayed on the
primary page by the following indications:
• Cyan caret
• Cyan N1 digital reference
• Cyan TO thrust mode annunciation for takeoff thrust
92.0
92.0 92.0
92.0 92.0
PRM7_20_006
APR APR
N1
TOGA TO
Figure 20.7 Takeoff (TO)

Go-Around Thrust (GA)
During flight, go-around thrust is automatically calculated by FADEC.
Go-around thrust indications appear on the primary page when the
approach discrete is set (landing gear down or flaps greater that 20) or
when the thrust lever is placed in the TOGA detent.
The programmed go-around thrust is displayed on the primary page by the
following indications:
• Cyan caret
• Cyan GA thrust mode annunciation
88.6
92.0 88.6
88.6 88.6
PRM7_20_007
APR APR
N1
Go-Around GA
Figure 20.8 Go-around (GA)

Climb Thrust (CLB)
When the thrust lever is placed in the CLIMB detent, the FADEC
electronically programs the engine to accelerate or decelerate to the climb
thrust setting.
The programmed climb thrust value is displayed on the primary page by
the following indications:
• Cyan caret
• Cyan CLB thrust mode annunciation
85.1
92.0 85.1
85.1 85.1
PRM7_20_008
N1
Climb CLB
Figure 20.9 Climb (CLB)

Max Power (APR)
When either or both thrust levers are placed in the MAX POWER detent,
the FADEC increases the engine thrust to automatic performance reserve
(APR) thrust. APR is an emergency thrust setting.
To protect against inadvertent APR activation, the pilot must apply
increased force to move the thrust lever forward of the TOGA detent into
the MAX POWER detent.
APR thrust is indicated on the associated N1 gauge by:
• Green APR icon
• Cyan caret
92.0
92.0 92.0
10.0 92.0
APR APR PRM7_20_009

N1
Figure 20.10 Single-engine (APR)

Cruise Range (CRZ)
Cruise thrust is unlike other thrust settings in that it is not associated with a
thrust lever detent.
Cruise thrust is set by positioning the thrust lever in the quadrant range
that exists between the IDLE and CLIMB detents. In this range, the pilot
manually sets the thrust levers to maintain cruise speed, or sets thrust for
the descent and approach.
In cruise, FADEC does not set the cruise thrust to match the FADEC-
generated maximum cruise thrust target value. To distinguish maximum
cruise (CRZ) thrust from other detent-related thrust settings, a cyan N1
donut is used instead of a caret.
Maximum cruise thrust (CRZ) is indicated by the following:
• Cyan donut
• Cyan CRZ thrust mode annunciation
86.0
92.0 86.0
80.0 80.0
PRM7_20_010
N1
Cruise CRZ
Figure 20.11 Cruise (CRZ)
Bleed Air Extraction
When the thrust levers are in any of the detents and new air conditioning
or anti-icing demands are placed on the engines, the N1 target rpm will
change to compensate for the new bleed air demands.
When the thrust levers are in the cruise range and the bleed air or
anti-icing configuration is changed, the N1 digital reference and N1 caret
are changed to reflect the new maximum cruise (CRZ) thrust limit.
If operating at or near maximum cruise thrust, the pilot may be required to
adjust the thrust levers to prevent exceeding the new maximum cruise
thrust limit.

Flex Thrust (FLX)
Flex thrust (FLX) is routinely used for takeoff when weather and runway
conditions are favorable. Flex thrust takeoffs significantly reduce fuel
consumption and extend the usable life of the engine.
Flex thrust is selected by entering an assumed temperature on the PERF
MENU page of the FMS CDU. By entering an assumed temperature
(ISA +35°C max) the pilot provides the FADEC with the data needed to
complete the FLX calculation.
Flex thrust can only be entered on the ground when the following
conditions are met:
• Thrust levers at the IDLE or SHUTOFF detents
• WOW for at least 1 minute
• Assumed temperature is greater than actual OAT
• Airspeed less than 65 KIAS
The assumed temperature can be cleared by sequentially selecting the
DEL key, then the FLX TEMP line key on the FMS CDU or entering an
assumed temperature that is less than actual OAT.
Flex thrust is removed when any of the following conditions occur.
• Any thrust lever is retarded to CLIMB
• Any thrust lever is advanced to APR
• Cowl anti-ice is selected ON
• Wing anti-ice is selected ON
To clearly differentiate flex thrust from other thrust settings, the FLX
indications are displayed in magenta on the N1 gauges.
Flex thrust is identified by:
• Magenta caret
• Magenta N1 digital reference
• Magenta FLX thrust mode annunciation

When programmed, FLX is set during the takeoff roll with the thrust levers
in the TOGA detents. Unlike normal-rated thrust, flex thrust is not updated
by FADEC prior to 65 KIAS during the takeoff roll.
87.6
92.0 87.6
87.6 87.6
PRM7_20_011
N1
Flex FLX
Figure 20.12 Flex (FLX)

N1 and N2 Synchronization
Description
The FADEC can synchronize the fan or core speed of the two engines
when operating the engines with the thrust levers in the cruise range. The
left engine is designated the master engine and the right engine is the
slave.
Engine synchronization is selected at the ENGINES control panel.
N1 Fan Synchronization
When the selector switch is at N1 and the thrust levers in the cruise range,
the FADEC matches the fan speed of the right engine to the speed of the
left engine. Synchronization is disabled if the right engine’s N1 reference is
not within 1.5% of the left engine for at least one FADEC update.
N2 Synchronization
When the selector switch is at N2 and the thrust levers in the cruise range,
the FADEC matches the core speed of the right engine to the speed of the
left engine. Synchronization is disabled if the right engine’s N2 reference is
not within 2.5% of the left engine for at least one FADEC update.
Synchronization OFF ENGI

OFF
N1 N2 N2 Synchronization
N1 Synchronization
PRM7_20_012
SYNCH
Figure 20.13 ENGINES SYNCH Selector


Engine Oil System
Description
Each engine has an independent lubrication supply system consisting of
an oil pump and a reservoir which are integral to the engine accessory
gearbox. The pressure pump draws oil from the reservoir and supplies it to
the various engine components for cooling and lubrication. Refer to PRM
Volume 2, Chapter 1 – Limitations, for oil system limitations.

With the engine off, the reservoir is considered full with 10.5 quarts (9.9
liters) of oil. When the engine is motored, it takes 2.3 quarts (2.2 liters) of
oil to fill the sump, tubes and various components (gulping volume). The
usable oil quantity is 7.2 quarts (6.8 liters) and allows 36 hours of
operation at the maximum allowable oil consumption rate of 0.05 U.S.
gallons per hour (189 ml/hr). A remaining 1 quart (0.9 liter) of oil is
considered unusable.
Oil temperature and pressure indications are displayed on the EICAS
primary page. Oil filter impending bypass and chip detector indications are
provided on the engine fault panel in the aft equipment bay.
The AGB driven main lubrication pump pressurizes the lubrication system.
The oil flows from the pump, passes through an oil filter and the oil/fuel
heat exchanger. The oil then continues through the engine, for cooling and
lubricating, then to the engine sumps. Scavenge pumps return the oil to
the reservoir after passing through a chip detector and a deaerator.
Sensors for the oil pressure indication and EICAS messages are located
in the oil filter module mounted on the forward side of the oil reservoir. The
chip detector is also mounted on the AGB, in the scavenge oil return line.
During engine start, the oil pressure indications on the EICAS primary
page are displayed with an analog gauge and a digital readout. When both
engines are started and oil pressure is normal, the oil pressure gauges
revert to N1 fan vibration gauges. The digital oil pressure indication
remains.
The left and right engine oil reservoir quantities are displayed on the
EICAS MENU page.

Engine Oil Level and Replenishment System
The engine oil reservoir is manually replenished through an oil fill cap on
the top of each engine. Access to the fill cap is gained by opening the
engine cowlings. There is an oil level indicator adjacent to the fill cap. The
engine oil level check should be accomplished within 5 minutes to 30
minutes after engine shutdown.
An optional engine oil replenishment system is located in the aft
equipment bay. The system enables the engine oil reservoir to be filled
remotely. The system includes an oil storage tank with sight glass level
indicator, an electric pump, a control panel and an engine selector valve.
The engine oil level check should be accomplished within 5 minutes to 30
minutes after engine shutdown. <3213>
When engines are operating and oil quantity is below 57% or with engines
not operating and oil quantity below 80%, the L OIL LEVEL LO or
R OIL LEVEL LO status message is displayed.
ENGINE OIL LEVEL INDICATION AND DURATION TABLE
ENGINE OIL LEVEL INDICATION (%) DURATION OF

AVAILABLE OIL UNTIL
STOPPED [1] RUNNING NEXT SERVICE
100% 77% 36 hours
80% 57% 26 hours
50% 27% 10 hours (1 day)
40% 17% 5 hours (1 flight)
<40% DO NOT DISPATCH <17% DO NOT DISPATCH
28% 15% NOTE

Do not operate, service the Complete the flight, monitor There is no EICAS OIL
oil system [2] oil temp and pressure LEVEL indication if the oil
quantity is <15%
[1] The engine oil level check should be accomplished within 5 minutes to 30 minutes after
engine shutdown.
[2] If required, wait for a minimum of 15 minutes after engine shutdown before servicing the
engine oil system.
Figure 20.14 Engine Oil Level Indication and Duration Table


MENU MENU
FUEL USED RESET FUEL USED RESET
ACCEPT
Oil Quantity Indications ACCEPT
CANCEL CANCEL
"ACCEPT" SHALL ZERO FUEL USED "ACCEPT" SHALL ZERO FUEL USED
100 % OIL LEVEL 100 %

L or R OIL LEVEL LO 80 % OIL LEVEL 57 %
PRM7_20_013
Status Message displayed
When:
- Engine Off, Oil Level < 80%
- Engine On, Oil Level < 57%
Figure 20.15 MENU PAGE – Oil Quantity
AFT EQUIPMENT BAY
Engine Oil Filter Cap Electric

Replenishment
Tank Pump
Oil Level
To Manual
Oil Quantity Selector
Indicator Valve
From Pump
PRM7_20_014
Manual
Selector
CONTROL PANEL Valve
Figure 20.16 Oil Replenishment System

Engine Bleed Air System
Description
Bleed air is extracted from the 6th or 10th stage of the engine compressor
to provide pneumatic services for:
• Wing and cowl anti-icing
• Air conditioning and pressurization
• Cross-bleed engine starts
Two air conditioning system controllers (ACSC 1 and ACSC 2) control the
bleed air extraction from each engine through a pressure-regulating
shutoff valve (PRSOV). The left engine PRSOV is controlled by ACSC 1,
the right engine PRSOV by ACSC 2. Bleed air extraction is monitored by
the FADEC system.
Bleed air is also extracted from the compressor by the operability bleed
valve to regulate airflow through the engine core. Core air regulation is
controlled by FADEC.

Engine bleed air components consist of a bleed air duct, high-pressure
valve (HPV) and intermediate check valve.
Engine bleed air duct assembly directs 6th or 10th stage compressor
bleed air to the common bleed manifold that is located in the aft equipment
bay. Normally, the 6th stage of the engine compressor supplies the bleed
air to operate the aircraft’s pneumatic system. When system demands
exceed the capability of the compressor’s 6th stage, the HPV is
commanded opened by the associated ACSC to provide 10th stage bleed
air to the manifold.
An intermediate check valve is installed downstream of the 6th stage
compressor port. When the HPV is open and 10th stage bleed air is
supplying the manifold, the intermediate check valve in the 6th stage duct
is closed. Closing the intermediate check valve prevents high-pressure
10th stage bleed air from backflowing to the lower pressure 6th stage port.

The nacelle bleed air ducts are monitored for bleed air leakage by the
engine FIDEEX system. Refer to Chapter 8, Fire and Overheat Protection
of this manual for details regarding the engine fire and overheat detection
system.
ACSC 1 ACSC 2
Channel Channel Channel Channel

A B A B
L Pack Valve HP Valve R Pack Valve HP Valve

Anti-ice Valves Bleed Valve Anti-ice Valves Bleed Valve
Bleed Valve APU LCV Bleed Valve APU LCV
HP Valve ISOL Valve HP Valve ISOL Valve
FADEC L Pack Valve FADEC R Pack Valve
Start Button Start Button
Duct Pressure Duct Pressure
L Pack Valve R Pack Valve
Wing Anti-ice Valve Wing Anti-ice Valve
Cowl Anti-ice Valve Cowl Anti-ice Valve
Start Valve Start Valve
FADEC FADEC
1 2
HP Valve HP Valve
ISOL
Valve
PRM7_19_005
Duct Pressure Sensing APU Duct Pressure Sensing

LCV
APU
Figure 20.17 Bleed Air System

Engine Starting System
Description
The starting system is used to accelerate the N2 high-pressure section of
the engine to a speed at which combustion lightoff and self sustaining rpm
occurs. The start sequence is initiated by pressing the START switch/light
on the control panel but is controlled by the FADEC system.
DC electrical power and air from the bleed air manifold are required to
open the start valve and engage the air turbine starter. The bleed air
manifold can be pressurized by the:
• APU
• External air cart
• Bleed air from the opposite engine (cross-bleed start)
The bleed air manifold pressure from any of the three pneumatic sources
is displayed digitally on the ECS synoptic page.
Air Turbine Starter
Start Valve
FADEC FADEC
1 Open 2
ISOL Open
PRM7_20_016
APU LCV Open
APU
Figure 20.18 Bleed Air Manifold (Start System)

Start Valve
The start valve is mounted next to the air turbine starter (ATS) inside the
engine nacelle. The valve normally requires 28 VDC power and pneumatic
pressure to open. When the START switch/light is selected, the FADEC
supplies the 28 VDC power to energize the solenoid to allow pneumatic
pressure to open the valve and engage the ATS.
When N2 rpm reaches approximately 50%, the FADEC removes power
from the solenoid, the start valve closes and the ATS disengages.
The valve can be manually actuated should the start valve solenoid fail.
On the ground, an override socket drive allows the start valve to be
opened mechanically. There is no requirement to open the engine cowls
for this mechanical procedure.
Air Turbine Starter
The air turbine starter (ATS) is mounted on the accessory gearbox. The
ATS converts pneumatic energy into mechanical motion. The ATS,
through a sprag clutch, mechanically engages the accessory gearbox to
accelerate the engine to idle speed. During the start sequence, the start
valve automatically closes and the ATS disengages when the N2 rpm
reaches approximately 50% or the STOP switch/light is selected.
For subsequent starts, the starter sprag clutch does not require that the
engine rotation be completely stopped before reengaging the starter. The
ATS may be reengaged at any rpm up to 45% N2 rpm.

Start Sequence
Each engine has a set of START and STOP switch/lights on the engine
IGNITION/START panel. When the engine START switch/light is pressed
the:
1. Isolation valve (ISOL) opens
2. Start valve on the associated engine opens to allow pressure from
the bleed air manifold to engage the air turbine starter (ATS)
3. White light illuminates in the associated START switch/light
4. L or R ENGINE START status message is displayed
When the engine’s N2 rpm reaches approximately 50%, the:
1. Start valve closes and the ATS disengages
2. White START switch/light extinguishes
3. Associated L or R ENGINE START status message is removed
If the starter does not cut-out (start valve fails open) after achieving
approximately 50% N2 rpm, an applicable L STRT VLV OPEN or R STRT
VLV OPEN caution message is presented.
The starter is capable of dry-motoring the engine up to approximately 30%
N2 rpm.
For starter engagement time limits, refer to Volume 2, Chapter 1,
Limitations.

L ENG , R ENG START

Initiates engine start sequence.
START – Indicates start valve open.
L – ENG – R IGNITION
6 6
7 7
$ START START $
5 5
7 7
ON
6 6
7 STOP STOP 7
2 2 CONT
3 3
CONTINUOUS Ignition
PRM7_20_017
L ENG, R ENG STOP
Disengages respective When pressed in, activates A and B
engine starter. ignition systems on both engines.
ON – Activates A and B ignition
systems on both engines.
Figure 20.19 Start and Ignition Panel

Ignition System
Description
Two independently-controlled alternating current (AC) ignition systems are
provided for each engine. Each system consists of one ignition exciter and
one igniter plug. The ignition systems are controlled by FADEC but when
required can be manually activated by the pilot.
The AC essential bus powers ignition A and ignition B is powered by the
battery bus through a static inverter.
Engine Starting
When the FADEC ‘in-control’ channel is determined during N2 spool-up,

the in control channel closes the associated ignition relay. When the thrust
lever is moved to the IDLE position, the FADEC selected, AC powered
ignition exciter is energized. The exciter converts AC voltage to DC and
sends high-energy pulses through the ignition lead to the igniter. Ignition is
de-energized by the FADEC at starter cutout.
The L or R AUTO IGNITION advisory message is displayed during the
engine start sequence. On the ground the message advises the pilots that
the FADEC has energized either ignition A or B. When starting the engine
in-flight, the advisory message indicates that the FADEC has energized
both igniters.
Aerodynamic Stall Protection
At an excessively high angle-of-attack (AOA), there is a possibility that

turbulent airflow from the wing root could disrupt the flow of air into the
engine's intake. Disruption of airflow at the intake could lead to an engine
compressor stall. The FADEC unit and the stall protection computer
provide two levels of compressor stall protection.
As the aircraft's angle-of-attack reaches the stick shaker firing angle, the
stall protection computer signals the FADEC to energize both ignition
channels. The CONT IGNITION status message is presented.

If airflow through the engine is disrupted, the FADEC provides a second
signal to energize both the ignition channels and opens the operability
bleed valve to offload the compressor. The advisory messages L AUTO
IGNITION and R AUTO IGNITION are presented.
Continuous Ignition
Continuous ignition is selected by pressing the CONT switch/light on the

start/ignition panel. Both ignitions A and B are energized. Continuous
ignition must be used during the following flight conditions:
• Takeoff and landings on contaminated runways
• Flight through moderate or heavier-intensity rain
• Flight through moderate or heavier-intensity turbulence
• Flight in the vicinity of thunderstorms
Flameout Protection
If the FADEC detects an engine flameout, it will automatically initiate a

re-light. Both ignition systems are energized and the L AUTO IGNITION
and R AUTO IGNITION advisory messages are presented.
If the N2 rpm falls below the relight envelope, the auto relight is canceled
and the FADEC shuts off the fuel and ignition to the engine. The L or R
ENG FLAMEOUT caution message is displayed.
When the affected engine's thrust lever is moved to the SHUTOFF detent,
the L or R ENG FLAMEOUT caution message is replaced by the L or R
ENG SHUTDOWN status message.

Thrust Levers
Description
The thrust levers control the application of forward thrust. Idle/shutoff
release latches are used to remove mechanical locks that guard against
inadvertent movement of the thrust levers. Lever position is monitored by
the FADEC, which uses the information to compute a target thrust rating.
Thrust indications are displayed on the EICAS primary page.
Thrust Levers
Each thrust lever has the markings that follow:

• SHUTOFF
• IDLE
• CLIMB
• TOGA
• MAX POWER
The pilot controls the forward thrust by pushing or pulling on the two thrust
levers. Lever position is monitored by the FADEC which uses the position
information to compute a target thrust rating and then sends command
signals to the fuel metering unit (FMU).
In the range between IDLE and CLIMB, a continuous variation of thrust
lever position is possible, so that any thrust setting can be selected
between the two points. CLIMB, TOGA and MAX POWER have distinct
detents.
Idle/shutoff release latches are used to remove mechanical locks that
guard against inadvertent movement of the thrust levers. Any thrust lever
can be selected to SHUTOFF by raising the shutoff latch on the back of
the lever and pulling the thrust lever from the IDLE position to the
SHUTOFF position.

A single friction adjustment knob, located at the base of the thrust levers,
acts as a friction device for both lever assemblies. The friction device
provides an adjustable artificial feedback to the pilot that prevents
unintentional and rapid lever movements. It also prevents the levers to
move by themselves due to control loads and vibrations.
NOTE
If excessive friction is felt, slowly turn the adjustment
knob counter clockwise until it touches the internal
stop. Then, slowly turn the friction knob clockwise by
1/2 turns increments until the desired friction feedback
is reached.
CAUTION
Make sure to only use a light force when you turn
the friction adjustment knob. Too much force can
cause and out of tolerance or a failure of the thrust
lever resistance adjustment.
Thrust Lever Position Measurement
Actual thrust lever positions are electrically measured by rotary variable

differential transformers (RVDTs) or sensed by microswitches that are
housed within the thrust quadrant. The information is provided to the
FADEC, the flight control computers (FCCs) and to the data concentrator
units (DCUs). Other aircraft systems are influenced by thrust lever
position. They include:
• Landing gear warning system
• Takeoff configuration warning system
• Cabin pressurization
• Ground lift device system

Takeoff/Go-Around (TOGA) Switches
Takeoff and go-around (TOGA) switches are included with each thrust
lever. When pressed, the TOGA switch signals the flight control computers
to modify flight director commands and the FMS position is updated
through the flight management computer(s).
Thrust Reverser Levers
The thrust reverser levers control the operation of the thrust reverser
system. See the thrust reverser description in this chapter for further
detail.

Figure 20.20 Thrust Levers

Thrust Reverser System
Description
The thrust reversers assist in stopping the aircraft during landing rollout or
during a rejected takeoff (RTO). The system is operable on the ground
only; the reversers are locked out in-flight.

The thrust reverser system responds to electrical signals from FADEC and
the thrust reverser levers. The system is armed when the appropriate
switches on the THRUST REVERSER panel are selected to ARMED and
the respective hydraulic systems are operative.
Reverse thrust is accomplished by moving the translating cowl assemblies
aft to block the rearward discharge of fan bypass air. As the translating
cowl moves rearward, the fan discharge airflow is redirected forward
through the uncovered cascade vanes.
Hydraulic actuators operate the engine translating cowls. The left engine
reverser is powered by hydraulic system no. 1, the right engine by
hydraulic system no. 2. The transcowl assemblies when stowed are
hydraulically and mechanically locked to prevent inadvertent thrust
reverser deployment.
Reverser deployment is accomplished by squeezing the thrust reverser
triggers and applying upward pressure on the thrust reverse levers. The
thrust reverse lever movement is restricted to approximately 15° by a
solenoid stop that acts as a reverse thrust lever lock. This action
simultaneously locks the thrust lever in the IDLE position and prevents
thrust from being applied. When the translating cowl is in transition and
reaches full reverse travel, the solenoid stop is released, unlocking the
thrust reverser lever and allowing reverse thrust to be applied.
A reverse idle soft detent is incorporated in each thrust reverser lever. The
detent provides the pilot with a tactile reference to assist in establishing
the reverse idle thrust setting.

Primary Page
67.0
92.0 92.0 R REV INOP
67.0 92.0 R REV UNSAFE
R REV UNLOCKED
REV REV
N1
L/R REV Icon
JUHHQLIGHSOR\HG
DPEHULQWUDQVLWLRQ
RUXQORFNHG
Spoilers/Thrust Reverser Panel Status Page

Messages
SPOILERS
GND LIFT L REV ARMED
DUMPING
R REV ARMED
MAN ARM
AUTO
L/H or R/H ARMED/OFF
AN
MAN
DISARM
M switches
LH RH
ARMED ARMED 8VHGWRDUPRUGLVDUP
UHVSHFWLYHWKUXVWUHYHUVHU
PRM7_20_019
OFF OFF
THRUST
REVERSER
Figure 20.21 Thrust Reverser Controls/Indications

Vibration Monitoring System
Description
The power plant consists of two major rotating assemblies, the N1 fan and
N2 core sections. Each assembly is continuously monitored for vibration.
Indications are displayed on the primary EICAS page.
N1 Fan
After both engines are started on the ground and oil pressure is normal,
the analog oil pressure gauges are replaced by the N1 fan vibration (FAN
VIB) gauges.
When the N1 vibration level is above a target value (within the FAN VIB
gauge amber arc), the green digital readout and pointer changes to amber.
There are no associated EICAS messages.
N2 Fan
N2 core vibration levels are continuously monitored but are presented only
when vibration levels exceed a target value. An amber VIB icon appears in
the middle of the N2 gauge when the vibration target value is exceeded.
There are no associated EICAS messages.
63.5 63.5
N2 Core Vibration Icon VIB
N2 GEAR

PRM7_20_020
54 OIL PRESS 54
3.6 F 0.2
N1 Fan Vibration Gauges A
N
FUEL QTY (LBS)
6120 0 6230
Figure 20.22 Vibration Monitoring Indications


Description
The thrust levers control the application of forward and reverse thrust.
IDLE/SHUTOFF release latches are used to remove mechanical locks that
guard against accidental movement of the thrust levers.
TOGA switches and internal quadrant switches provide data for other
operating systems.
The engine START and IGNITION control panel controls starter
engagement and allows the pilot to select continuous ignition.
The THRUST REVERSER control panel allows arming or disabling of the
thrust reverser.
Engine operating parameters are presented on the EICAS primary page.
Indications include N1 and N2 rpm, ITT, fuel flow, oil temperature, oil
pressure and engine vibration-monitoring data. On the MENU page, the
engine oil quantity is presented as a percentage.

Figure 20.23 Thrust Lever Quadrant

L ENG , R ENG START

Initiates engine start sequence.
START – Indicates start valve open.
L – ENG – R IGNITION
6 6
7 7
$ START START $
5 5
7 7
ON
6 6
7 STOP STOP 7
2 2 CONT
3 3
L ENG, R ENG STOP CONTINUOUS Ignition PRM7_20_017
Disengages respective When pressed in, activates A and B

engine starter. ignition systems on both engines.
ON – Activates A and B ignition
systems on both engines.
Figure 20.24 START/IGNITION Panel

High Power Schedule Switch/Light (Guarded)

When selected, MCT applied to both engines, if
thrust levers in CLIMB detent. APR applied, if thrust
levers in TOGA detent.
ENGINES LAMP
TEST
OFF
1
N1 N2
ON 2

SCHEDULE
BRT
DIM
FDR EVENT
SYNCH
Used to select engine synchronization.
N1 – Matches the fan speed of the right
PRM7_20_003
engine to the fan speed of the left engine.
OFF – Selects synchronization off.
N2 – Matches the core speed of the right
engine to the core speed of the left engine.
Figure 20.25 ENGINES Control Panel
LH RH
ARMED ARMED
PRM7_20_021
OFF OFF
THRUST
REVERSER
THRUST REVERSER LH ARMED, RH ARMED

Arms the thrust reverser deployment system.
Figure 20.26 THRUST REVERSER Control Panel

Figure 20.27 EICAS MENU Page – Oil Quantity

Figure 20.28 Oil Replenishment System

Left/Right N1 rpm N1 Digital Reference N1 Caret Readout

Dial displays fan Indicates value set by
speed in % rpm. 92.0
92.0 92.0 the FADEC and thrust
Used as the primary 92.0 92.0 lever position. Cyan
thrust setting reference. caret for TO, GA, MCT
and CLB. Cyan donut
APR APR for CRZ. Magenta
Digital Display, Pointer caret for FLX.
N1
and Dial Colors:
- Green for normal TO
- Red digits and readout Thrust Mode Annunciation
for overspeed. (TO, GA, MCT, CLB, FLX and CRZ)
Red Radial Line 92.0

92.0
Maximum N1 Speed
98.0
PRM7_20_024
Space for APR or
APR REV Annunciation
Green for Normal Limits
68.0
92.0 68.0
92.0
68.0 26.0
PRM7_20_029
REV REV
Left REV fully deployed
N1
Right REV unlocked TO
and not deployed
Figure 20.30 Thrust Reverser Indications

92.0 92.0 R START ABORT

24.0 5.0
REV REV
N1
TO
450 980
PRM7_20_025
HOT
ITT
Left/Right Interturbine Temperature (ITT) Left/Right HOT Warning Icon.

Indicates the temperature in degrees C. Indicates excessive ITT rise
during start. (Auto shut down
on ground only) The icon
remains displayed until the
engine is shut down
Go-Around or
Normal Takeoff: 942°C APR Thrust: 978°C
92.0 92.0
Red upper limit automatically
decreases after first two
650 910 minutes during:
- Takeoff
- Takeoff with APR operating
APR APR (single-engine)
- Go-around
Figure 20.31 ITT Indications

90.5 90.5 88.0 88.0
PRM7_20_026
N2 N2
Left/Right N2 rpm Digital and Dial Displays Left/Right N2 rpm Digital and Dial Displays
(wing anti-ice off). (with wing anti-ice on).
Indicates N2 speed in % rpm. Indicates N2 speed in % rpm.
Digital Readout, Pointer and Dial Colors: Digital Readout, Pointer and Dial Colors:
Green - normal operation. White - normal indication with wing A/I on.
Red - digits and red radial line at maximum. Green - normal operation.
Red - digits and red radial line at maximum.

Primary Page
R ENG OIL PRESS

L ENG OIL PRESS R and L ENG OIL PRESS message
comes on to indicate respective
oil pressure is less than 25 psi.
“ENGINE OIL” Engine oil audio alert sounds.
Left Engine Operation On Ground

55 OIL PRESS 0
Oil pressure gauge and digital readout.

Red: 0 to 24 psi
Green: 25 to 116 psi
Amber: greater than 116 psi
450 FF (PPH) 450 L/R oil temperature digital readout

25 OIL TEMP 160 indicates the temperature of the
engine oil system in degrees Celcius.
65 OIL PRESS 10 Green: -40 to 155°C
Amber: 156 to 163°C
0.2 F 0.2 Red: 164°C and up
A
N
VIB
Normal Indication
450 FF (PPH) 480 Fuel flow readout is presented

only in green.
81 OIL TEMP 82
56 OIL PRESS 56
Oil pressure gauges are replaced with FAN
vibration gauge readouts after engine starts.
0.2 F 0.2
PRM7_20_027
A
N
VIB
Figure 20.33 Fuel Flow/Oil Temp/Oil Press Indications

N2 Core vibration is continuously monitored but the VIB icon is only
displayed when the vibration level exceeds a predetermined value. There
are no associated EICAS messages.
N1 FAN vibration is continuously monitored and displayed on the FAN VIB
gauges. When the vibration target value is exceeded, the digital readout
and needle turns amber.
N1 vibration gauges are displayed after engine starts when both engine oil
pressures are greater than 25 psi.
63.5 63.5
N2 Core Vibration Icon VIB
N2 GEAR

PRM7_20_020
54 OIL PRESS 54
3.6 F 0.2
N1 Fan Vibration Gauges A
N
FUEL QTY (LBS)
6120 0 6230
Figure 20.34 Vibration Monitoring Indications

EICAS Messages
The power plant system messages are shown on the EICAS primary and
AURAL
WARNING
Left thrust reverser has not been

“Triple
L REV DEPLOYED commanded to deploy and is not
Chime”
stowed and locked.
Right thrust reverser has not been

“Triple
R REV DEPLOYED commanded to deploy and is not
Chime”
stowed and locked.
L ENG OIL PRESS 2-3 Left engine oil pressure is <25 psi. “Engine Oil”
R ENG OIL PRESS 2-3 Right engine oil pressure is <25 psi. “Engine Oil”
N1 or N2 has exceeded redline limit. “Triple

ENGINE OVERSPD
Chime”


L REV UNLOCKED Left thrust reverser is not armed and is unlocked.
R REV UNLOCKED Right thrust reverser is not armed and is unlocked.
L REV UNSAFE Left thrust reverser is unsafe to arm in flight.
R REV UNSAFE Right thrust reverser is unsafe to arm in flight.
L REV INOP Left thrust reverser is armed and is not operational.
Right thrust reverser is armed and is not

R REV INOP
operational.
APR CMD SET 1-2-3 Uncommanded APR activation.
Dual RVDT (throttle position sensor) throttle failure.

FADEC to maintain last good thrust level (up to
L THROTTLE 2
MAX CONT) until approach idle set (from gear),
then changes to ground idle on touchdown.
Dual RVDT (throttle position sensor) throttle failure.

FADEC to maintain last good thrust level (up to
R THROTTLE 2
MAX CONT) until approach idle set (from gear),
then changes to ground idle on touchdown.
Left engine flameout and FADEC is not successful

L ENG FLAMEOUT
with relight and thrust lever not shut off.
Right engine flameout and FADEC is not successful

R ENG FLAMEOUT
with relight and thrust lever not shut off.
Left engine FADEC aborted start or an aborted start

L START ABORT 1-2-3
due to a HOT or HUNG start (on ground only).
Right engine FADEC aborted start or an aborted

R START ABORT 1-2-3
start due to a HOT or HUNG start (on ground only).
Left overspeed test failed or a combination of faults

L FADEC
that may affect engine in flight performance.
Right overspeed test failed or a combination of

R FADEC
faults that may affect engine in flight performance.
L FADEC OVHT An overheat condition of the left engine FADEC.
R FADEC OVHT An overheat condition of the right engine FADEC.
Left engine start valve did not close with engine

L STRT VLV OPEN 1-2-3
running.

Right engine start valve did not close with engine

R STRT VLV OPEN 1-2-3
running.
L ENG SRG CLSD Left engine operability bleed valve failed closed.
R ENG SRG CLSD Right engine operability bleed valve failed closed.
L ENG SRG OPEN 1-2 Left engine operability bleed valve failed open.
R ENG SRG OPEN 1-2 Right engine operability bleed valve failed open.
L START VALVE 1-2-3 Left start valve did not open when commanded.
R START VALVE 1-2-3 Right start valve did not open when commanded.
L ENG TAT HEAT 1-2-3 Left engine T2 sensor heater test failure.
R ENG TAT HEAT 1-2-3 Right engine T2 sensor heater test failure.
Left FADEC has detected a fault that may result in

L ENG DEGRADED 1-2-3
reduced engine thrust and limited response.
Right FADEC has detected a fault that may result in

R ENG DEGRADED 1-2-3
reduced engine thrust and limited response.
MESSAGE LOGIC
Ignition selected on by FADEC: On ground – Either igniter A

L AUTO IGNITION
or B (alternated). In flight – Both ignitors on.
Ignition selected on by FADEC: On ground – Either igniter A

R AUTO IGNITION
or B (alternated). In flight – Both ignitors on.
L REV ARMED Left thrust reverser switch set to ARMED.
R REV ARMED Right thrust reverser switch set to ARMED.
MCT applied to both engines, if thrust levers in CLB detent.

ENGS HI PWR SCHED
APR applied to both engines, if thrust levers in TOGA detent.

MESSAGE LOGIC
CONT IGNITION Continuous ignition (A and B) selected ON for both engines.
ENG SYNC OFF Engine SYNC manually deselected.
L ITT EXCEED B ITT exceeded normal limits (Category B).
R ITT EXCEED B ITT exceeded normal limits (Category B).
L ITT EXCEED B1 ITT exceeded normal limits (Category B1).
R ITT EXCEED B1 ITT exceeded normal limits (Category B1).
L ITT EXCEED C ITT exceeded normal limits (Category C).
R ITT EXCEED C ITT exceeded normal limits (Category C).
L ENG SHUTDOWN Left engine transitions to sub-idle and thrust lever at shutoff.
R ENG SHUTDOWN Right engine transitions to sub-idle and thrust lever at shutoff.
L ENGINE START Left engine start in progress.
R ENGINE START Right engine start in progress.
Indicates that one FADEC channel is inoperative or a

L FADEC FAULT 1
combination of faults that may affect flight performance.
Indicates that one FADEC channel is inoperative or a

R FADEC FAULT 1
combination of faults that may affect flight performance.
Indicates a combination of faults that are less serious than the

L FADEC FAULT 2
faults covered by a L FADEC FAULT 1 status message.
Indicates a combination of faults that are less serious than the

R FADEC FAULT 2
faults covered by a R FADEC FAULT 1 status message.
L IGN A FAULT Fault detected on left engine ignition A driver.
L IGN B FAULT Fault detected on left engine ignition B driver.
R IGN A FAULT Fault detected on right engine ignition A driver.
R IGN B FAULT Fault detected on right engine ignition B driver.
L THROTTLE FAULT Left throttle RVDT faulty.
R THROTTLE FAULT Right throttle RVDT faulty.

MESSAGE LOGIC
Loss of redundancy of the left thrust reverser system:

• Any single lock or hydraulic unit failure
• Any single lock switch failure
• Deployed switch failure
• Pressure switch failure
L REV FAULT
• Thrust lever quadrant switch failure
NOTE: An associated REV (red or amber) icon may be
displayed in the associated N1 gauge. No further pilot action
is required unless a thrust reverser (warning or caution)
EICAS message is posted.
Loss of redundancy of the right thrust reverser system:

• Any single lock or hydraulic unit failure
• Any single lock switch failure
• Deployed switch failure
• Pressure switch failure
R REV FAULT
• Thrust lever quadrant switch failure
NOTE: An associated REV (red or amber) icon may be
displayed in the associated N1 gauge. No further pilot action
is required unless a thrust reverser (warning or caution)
EICAS message is posted.
L VIB FAULT Left engine N1 tach or N2 tach failed.
R VIB FAULT Right engine N1 tach or N2 tach failed.
Left engine oil level is <57% with the engine running or <80%
L OIL LEVEL LO with the engine not running. See page 20-27, Oil Level
Indication and Duration Table.
Right engine oil level is <57% with the engine running or

R OIL LEVEL LO <80% with the engine not running. See page 20-27, Oil Level
Indication and Duration Table.


CB LABEL
SOURCE LOCATION
FADEC – L CH A DC BATT DIR BUS CBP5-B8
FADEC – L CH B DC BATT DIR BUS CBP5-B9
FADEC – R CH A DC BATT DIR BUS CBP5-B6
FADEC – R CH B DC BATT DIR BUS CBP5-B7
ENG IGN A AC ESSENTIAL CBP1-U7
ENG IGN B BATTERY BUS CBP5-B10
ENG VIB MON AC BUS 1 CBP1-C7
THRUST REV 1 DC ESSENTIAL CBP2-S5
THRUST REV 2 DC ESSENTIAL CBP2-S6
ENG OIL IND APU BATT DIR BUS CBP5-B2
L ENG OIL PRESS BATTERY BUS CBP1-M1
R ENG OIL PRESS DC ESSENTIAL CBP2-S7
ENG OIL REPL APU BATT DIR BUS CBP5-B3
ENG START L BATTERY BUS CBP1-M5
ENG START R BATTERY BUS CBP1-M4
Figure 20.39 Circuit Breakers – Power Plant

TABLE OF CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-2
Potable/Wash Water System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-2
Lavatory Waste Disposal System . . . . . . . . . . . . . . . . . . . . . . . . . . 21-2
Potable/Wash Water System . . . . . . . . . . . . . . . . . . . . . 21-4
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-4
Potable Water Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-4
Water Storage Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-4
Water Level Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-5
Lavatory Water Heater. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-5
Drain Mast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-6
Fill (Supply) and Drain Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-6
Drain Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-6
External Service Panels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-6
Potable/Wash Water System Air Supply . . . . . . . . . . . . . . . . . . 21-7
Controller and Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-8
Waste Disposal System . . . . . . . . . . . . . . . . . . . . . . . . 21-10
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-10
Toilet Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-10
Drain Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-10
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-12
Controls and Indications . . . . . . . . . . . . . . . . . . . . . . 21-13
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-13
Copyright © Bombardier Inc. Water and Waste

TABLE OF CONTENTS
Water and Waste Copyright © Bombardier Inc.

LIST OF FIGURES
Figure 21.1 Water and Waste System . . . . . . . . . . . . . . . . . . . . . . . . 21-3
Figure 21.2 Forward Galley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-5
Figure 21.3 Potable Water Servicing Panel . . . . . . . . . . . . . . . . . . . . 21-7
Figure 21.4 Toilet Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-11
Figure 21.5 Waste System Service Panel . . . . . . . . . . . . . . . . . . . . 21-13
Figure 21.6 Circuit Breakers – Water and Waste . . . . . . . . . . . . . . 21-14

LIST OF FIGURES

WATER AND WASTE

Introduction
The water and waste system stores and supplies potable water to the
galley(s) and lavatorie(s), and removes waste (drain) water from the sinks.
The system also collects and stores waste from the lavatory toilet(s).
The water and waste system consists of the following:
• Potable/wash water system
• Lavatory waste disposal system
Potable/Wash Water System

The potable/wash water system (PWS) stores, supplies and controls the
flow of water to the galley(s) and lavatorie(s). The PWS drains waste
water to the waste disposal system, and ensures safe drainage of waste
water from the waste disposal system out of the aircraft. The system
controls temperature to prevent freezing of the drain masts, drain lines,
supply lines and water tanks.
The potable water system is pressurized by regulated bleed air, provided
from either the ECS system, a compressor or a ground unit.
The control panel is located at the forward galley (G1).
Lavatory Waste Disposal System

The lavatory waste disposal system stores waste from the lavatory toilets.
Removal of waste material is carried out at the lavatory service door on
the right aft side of the fuselage.

AFT Water
Tank (Cargo Bay)
Washbasin
Supply Line
Washbasin
Faucet
Washbasin
Drain Line
Service
Door (for reference)
Galley Water
AFT Water Supply Line
Tank Drain
Line and Mast
AFT Water Toilet
Tank Service Drain/Service
Panel Panel Forward
PRM2_21_001
Water Tank
Service Panel
Forward
Drain Mist
Galley Drain
Forward Line
Water Tank
(Under Floor)
Figure 21.1 Water and Waste System

Potable/Wash Water System
Description
The potable/wash water system (PWS) stores and supplies potable water
to lavatory sinks and galley coffee makers. Two storage and distribution
subsystems are installed, one forward and one aft. Water does not flow
between the forward and aft systems, however the systems share a
common controller and air pressurization system.
The controller supplies power to the forward and aft PWS. Software in the
controller manages all of the functions of the forward and aft PWS.
Potable Water Storage
Potable water is stored in forward and aft tanks and includes the following
components:
• Two water storage tanks (fwd and aft)
• Water level sensors
• Lavatory water heater
• Fill (supply) and drain lines
• Drain valve
• Drain mast
• External service panels (fwd and aft)
Water Storage Tanks
The forward water storage tank is located in the forward galley sink
compartment. The tank is insulated with a blanket to minimize noise, and
does not require a heater due to its location in the cabin.
The aft tank is installed under the floor in the aft tail section. An external
heater blanket is installed on the tank, and the tank and heater are
insulated.
The tanks are replenished with an external service cart through an exterior
service panel.

Water Level Sensors
The storage tanks have five water level sensors to correspond with the
control panel indications. Aircraft level and attitude have little effect on the
accuracy of the indications. The FULL/EMPTY indicator light at the
forward galley (G1) provides tank-level status.
Lavatory Water Heater
The lavatory water heater is located directly under the lavatory sink and
warms the potable water for the lavatory faucet. The water heaters are
automatically powered by the potable water system control unit.
There is a manual reset switch on top of the heater, in case of overheat. It
will only accept reset once temperature falls.
Optional Galley and Lavatory Water

Storage Area System with Electrical Panel
Beverage Maker
Power Plug
Sink Drain
PRM7_21_002
Figure 21.2 Forward Galley

Drain Mast
The drain mast exhausts waste and potable water from the water system.
The forward and aft water systems have separate drain masts. The drain
masts mount externally on the underside of the fuselage. The chosen
locations ensure no hazard to the aircraft results from overboard discharge
from the drain masts in-flight. The water drains and drain masts are
heated to prevent them from freezing. The drain mast heaters are always
operational.
When a DRAIN FAULT indication on the PWS controller occurs, the
affected system (fwd or aft) is not to be used.
Fill (Supply) and Drain Lines
The water tank fill (supply) and drain lines are heated.
Shrouds are installed on water lines to direct water leakage to non-water
sensitive areas of the aircraft.
Drain Valve
The drain valve reduces pressurization leak noise in the galley drain line.
External Service Panels
The service panel includes the following components:

• Water fill connection
• Tank drain/fill handle
The aft service panel has a fitting to allow ground pressurization of the
system.
The forward service panel is on the right side. The aft service panel is on
the left side of the aircraft under a panel in the aft wing root fairing. The
adapter contains an open screen to prevent large debris from entering the
water system.
The fill/drain valve controls water flow for fill, flight and drain conditions.
In the FILL position, the fill port is connected to the supply lines and
storage tank, and the overflow line is routed to the drain mast. If the tank is
overfilled, water will flow out through the drain mast overflow outlet.

In the FLIGHT position, the overflow lines and supply lines are blocked
from the drain mast, and the fill port at the service panel is open straight to
the drain mast. The handle must be in the FLIGHT position to close the
service door.
In the DRAIN position, the overflow and tank supply lines are open to the
drain mast and all water can exit the PWS. This permits the tank to be
drained to replace the water supply or to empty the tank when the aircraft
is parked. When the handle is operated, the water is discharged to the
ground.
Figure 21.3 Potable Water Servicing Panel
Potable/Wash Water System Air Supply
The potable water system is pressurized by air.

The primary source of pressurized air for the water and waste system is
regulated aircraft bleed air from the engines or APU. The air pressurization
system taps into the APU/engine bleed air system downstream of the left
ECS pre-cooler. The pressure regulator/shutoff valve of the bleed air
system normally regulates the bleed air pressure. The PWS pressure
regulator reduces downstream pressure even further.
The secondary source of pressurized air is an air compressor, used when
the primary air pressure is insufficient. The controller/panel measures line
pressure to operate the air compressor.
The system may also be pressurized on the ground through a fitting in the
aft service panel.

Controller and Control Panel
The PWS controller/panel is an integral unit located in the forward galley
(G1) and is used as the primary operational interface.
The controller maintains temperature and prevents freezing of the liquid at
the drain masts, drain lines, supply lines and water tanks for the lavatory
and galley, as well as controls pressurization of the system.
There are two sets of water level lights on the control panel. One set is for
the forward water tank level, the other is for the aft water tank level. The
water level indications are FULL, ¾, ½, ¼, and EMPTY. Each indicator will
illuminate green when the sensed water is at or above its indicated level.
The diagnostic light on the panel indicates that non-critical maintenance
needs to be performed on the PWS. This light illuminates (white) should a
fault occur in the PWS that may reduce its functionality. A FWD or AFT
DRAIN FAULT light will illuminate (red) when a drain mast failure is
detected. In this case, the affected system (fwd or aft) is not to be used.
When the water goes below the empty sensor, the empty light changes
from green to amber, while all other level indicators remain off.


Waste Disposal System
Description
The waste disposal system collects and stores waste from the lavatory
toilet(s). The toilet is self-contained with an integral seat bowl and holding
tank. The toilet unit is filled with clean water and drained of waste water
through the service panel.
Toilet Operation
When the toilet flush handle is pushed, the flush cycle is initiated. Flushing
fluid is drawn through a filter by an electrical pump, and discharged into
the toilet bowl and waste material is carried into the tank assembly.
The filter basket is contained inside the motor pump filter assembly. The
waste and flushing fluid inside the holding tank are pulled by suction
through the filter basket. The filtered liquid portion from the filter basket is
used as the flushing fluid.
Drain Valve Assembly
The drain valve assembly lets the servicing crew remove the waste
materials from the holding tank. The valve is manually operated through
the waste dump cable T-handle, located on the service panel. When the
drain valve assembly is opened, the waste materials in the holding tank
are drained overboard through the lavatory waste duct assembly.
The valve is locked in the open position when the T-handle on the service
panel is turned counterclockwise, pulled, and turned clockwise. The
T-handle must be in its initial lock and closed position to close the lavatory
service door.
After the removal of the waste materials from the holding tank, a rinsing
agent and the flushing fluid are sent through the ground rinse inlet tubing.

Figure 21.4 Toilet Assembly

Servicing
The servicing of the lavatory waste system is accomplished through the

service panel. There is one for the forward lavatory, and one for the aft
lavatory. The service panel includes a waste drain outlet, a rinse/fill
connection point, a waste tank drain handle, and a tank level indicator.
A service vehicle drain line is connected to the drain outlet, the drain valve
assembly for the holding tank is opened through the waste dump cable
T-handle on the service panel. The waste material, contained in the
holding tank is drained into the servicing vehicle. The T-handle must be
placed in the closed and locked position in order to close the service panel
door.
During the cleaning of the holding tank, rinse water from the servicing
vehicle goes in through the rinse/fill connection. The rinse water goes into
the holding tank through the check valve and through a rotating spray
nozzle. From the spray nozzle, the rinse water cleans the filter basket and
the inside walls of the holding tank.
After draining and rinsing, the holding tank must be pre-charged (filled)
with a dye, deodorant, chemical and water solution. This solution is used
as the flushing fluid.
Upon draining the waste, the recharging line from the servicing cart is
connected to the recharge port. The waste tank is then flushed and filled
with a fresh quantity of chemical solution. The T-handle must be turned
toward the right and pushed in to close the drain for filling.

PRM7_21_005
Figure 21.5 Waste System Service Panel

Description
There are no controls or EICAS indications for the water and waste
systems on the flight deck.
The water system controls are located in the galley, or on the water
service panels. All waste system controls, except the toilet flush handle,
are located on the external waste service panel.

The water and waste system is protected by two sets of circuit breakers:
one set in the flight deck and another set of breakers on the potable water
system control panel.

CB LABEL
SOURCE LOCATION
AC POWER AC SERVICE Galley Control Panel
AFT DRAIN MAST AC SERVICE Galley Control Panel
FWD DRAIN MAST AC SERVICE Galley Control Panel
TOILET AC SERVICE CBP2-D5
WASTE SYST DC SERVICE CBP2-M9
WATER CONT DC SERVICE CBP2-M10
WATER SYSTEM AC SERVICE CBP2-D8
COFFEE MAKER 1 AC SERVICE Galley Control Panel
COFFEE MAKER 2 AC SERVICE Galley Control Panel
OUTLET AC SERVICE Galley Control Panel
OVEN 1 AC SERVICE Galley Control Panel
OVEN 2 AC SERVICE Galley Control Panel
Figure 21.6 Circuit Breakers – Water and Waste


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CRJ1000

Pilot Reference Manual

Copyright © Bombardier Inc. General Information

Page Intentionally Left Blank

General Information Copyright © Bombardier Inc.

Copyright © Bombardier Inc. General Information

ISSUE DATE INSERTED BY DATE INSERTED SIGNATURE

June 2012 Bombardier June 2012 Original

June 2013 Bombardier June 2013 Original

December 2013 Bombardier December 2013 Original

Rev 0, December 2014 Bombardier December 2014 Original

Rev 1, June 2016 Bombardier June 2016 Original

Rev 2, June 2017 Bombardier June 2017 Original

Rev 3, December 2017 Bombardier December 2017 Original

Rev 4, June 2018 Bombardier June 2018 Original

Rev 5, December 2018 Bombardier December 2018 Original

General Information Copyright © Bombardier Inc.

TITLE IDENTIFICATION REVISION LEVEL

Flight Crew Operating Manual Vol 1: Rev 16, Apr 27/2018

Quick Reference Handbook Vol 1: Rev 20, Sep 28/2018

Copyright © Bombardier Inc. General Information

General Information Copyright © Bombardier Inc.

Copyright © Bombardier Inc. General Information

Pilot Reference Manual

Aircraft Type Publication Title

Chapter Title General Information

General Information Copyright © Bombardier Inc.

Copyright © Bombardier Inc. General Information

SI Units Used In ‘Metric’ Aircraft

B.E.S. Units Used In ‘Imperial’ Aircraft

General Information Copyright © Bombardier Inc.

MULTIPLY BY TO OBTAIN MULTIPLY BY TO OBTAIN

Centimeters3 0.061 Inch3 kPa 0.145 psi

0.2642 Gal (U.S.)

Feet2 0.0929 Meters2 Meters 3.281 Feet

Feet3 0.0283 Meters3 Meters2 10.76 Feet2

Nautical 1.151 Mile

Inch3 16.387 Centimeters3 Pound (lb) 0.45 Kilogram

Kilogram 2.205 Pound (lb) psi 6.895 kPa

Copyright © Bombardier Inc. General Information

-45 -49.0 -21 -5.8 3 37.4 27 80.6

-44 -47.2 -20 -4.0 4 39.2 28 82.4

-43 -45.4 -19 -2.2 5 41.0 29 84.2

-42 -43.6 -18 -0.4 6 42.8 30 86.0

-41 -41.8 -17 1.4 7 44.6 31 87.8

-40 -40.0 -16 3.2 8 46.4 32 89.6

-39 -38.2 -15 5.0 9 48.2 33 91.4

-38 -36.4 -14 6.8 10 50.0 34 93.2

-37 -34.6 -13 8.6 11 51.8 35 95.0

-36 -32.8 -12 10.4 12 53.6 36 96.8

-35 -31.0 -11 12.2 13 55.4 37 98.6

-34 -29.2 -10 14.0 14 57.2 38 100.4

-33 -27.4 -9 15.8 15 59.0 39 102.2

-32 -25.6 -8 17.6 16 60.8 40 104.0

-31 -23.8 -7 19.4 17 62.6 41 105.8

-30 -22.0 -6 21.2 18 64.4 42 107.6

-29 -20.2 -5 23.0 19 66.2 43 109.4

-28 -18.4 -4 24.8 20 68.0 44 111.2

-27 -16.6 -3 26.6 21 69.8 45 113.0