ATA 22 Autoflight R03

CRJ 700/900/1000
Table of Contents Technical Training ATA 22
AUTOFLIGHT General Description ................................................................ 72

Integrated Avionics Processor System (IAPS) ................................2 Electromechanical Yaw Dampers (CRJ700/900) .................... 72
Automatic Flight Control System (AFCS) ........................................2 Command-by-Wire Yaw Dampers ........................................... 80
Speed and Attitude Correction ...................................................2 AFCS System Interface ................................................................ 90
System Monitoring .....................................................................2 Description .............................................................................. 90
Integrated Avionics Processor System (IAPS) ..................................... 4 EICAS Messages .................................................................... 90
General Description .........................................................................4 FCC Diagnostics................................................................................ 92
Flight Control Computers (FCCs) ...............................................4 General Description ...................................................................... 92
Flight Management Computers (FMCs) .....................................4 FCC Modes ............................................................................. 94
MAINTENANCE DIAGNOSTIC COMPUTER (MDC) ................4
Components ....................................................................................6
Iaps Card Cage (ICC-4006) .......................................................6
Lightning/HIRF Protector (LHP-4000/1) .....................................6
Input/Output Concentrators (IOC-4100/4110) ..........................10
Power Supplies (PWR-4000) ...................................................14
Configuration Strapping Units (CSU-4100) ..............................18
IAPS Environmental Controller (IEC-4000) ..............................20
EICAS Messages .....................................................................22
IAPS Interface ...............................................................................22
Automatic Flight Control System (AFCS) ........................................... 24
General Description .......................................................................24
Flight Director ...........................................................................24
Autopilot ...................................................................................24
Autopilot Trim ...........................................................................24
Yaw Damping ...........................................................................24
Flight Director ................................................................................26
General Description .................................................................26
Components .............................................................................26
Operation .................................................................................30
AFCS Indications .....................................................................40
Autopilot ........................................................................................46
General Description .................................................................46
Components .............................................................................46
Autopilot Operation ..................................................................49
Autopilot Pitch Trim .......................................................................64
Autopilot Pitch Trim Description ...............................................64
Autopilot Pitch Trim Monitoring ................................................68
Autopilot Pitch Trim Interface ...................................................70
Yaw Damper System .....................................................................72
Copyright © FlightPath International Ltd. For Training Purposes Only 27 February 2013
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Table of Contents Technical Training ATA 22
Copyright © FlightPath International Ltd. For Training Purposes Only 27 February 2013
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Technical Training ATA 22
AUTOFLIGHT
Copyright © FlightPath International Ltd. For Training Purposes Only 22 May 2013
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CRJ 700/900/1000
INTRODUCTION
The Autoflight section includes the following systems:

• Integrated avionics processor system (IAPS)
• Automatic flight control system (AFCS)
• FCC Diagnostics (System Monitoring)
INTEGRATED AVIONICS PROCESSOR SYSTEM

The integrated avionics processor system (IAPS) is an assembly
of avionics modules installed in an environmentally-protected
housing. The modules provide functions for data concentration
and distribution, automatic flight control, flight management, and
maintenance diagnostics.
AUTOMATIC FLIGHT CONTROL SYSTEM

(AFCS)
Two flight control computers (FCC 1 and FCC 2) are the core of
an integrated system that provides the following functions:
• Flight director
• Autopilot and automatic pitch trim
• Yaw damping
• Mach trim
SYSTEM MONITORING
The FCCs perform the monitoring and diagnostic functions for the
AFCS independently of the maintenance diagnostic computer.
These diagnostics, known as FCC diagnostics, provide specific
information for the AFCS system only.
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INTEGRATED AVIONICS PROCESSOR FLIGHT CONTROL COMPUTERS (FCC)

SYSTEM (IAPS) The FCC is the primary component of the automatic flight control
system (AFCS). There are two FCCs installed in the card cage.
The FCCs are identical and interchangeable. A detailed
GENERAL DESCRIPTION description of the FCCs is given later in the chapter.
Refer to figure 1. FLIGHT MANAGEMENT COMPUTERS (FMC)

The integrated avionics processor system (IAPS) provides digital The FMC is the primary component of the flight management
interface for the avionics systems and performs the required system (FMS). There are provisions for one or two FMC
avionics integration. The ICC-4006 card cage houses the IAPS installations in the card cage. The FMCs are identical and
modules. A motherboard provides an interconnection between all interchangeable. The FMCs interface with the DBU to enable
resident modules. The card cage is an environmentally-protected uploading of the navigation and performance databases.
unit. MAINTENANCE DIAGNOSTIC COMPUTER (MDC)
The IAPS concentrates data by reading several avionics buses The MDC is housed in the IAPS card cage. It provides
and distributes the data to the aircraft LRUs and the LRMs computation and storage of maintenance parameters for the
housed in the IAPS. The IAPS is partitioned into four similar but avionics LRUs. It also provides storage for engine trend and
independent quadrants. Two quadrants identified as 1A and 1B exceedances data. Data required by the MDC is supplied by all
process data from the no. 1 avionics systems. The other two four IOCs. The MDC outputs data to the left side IOCs and to both
quadrants, identified as 2A and 2B, process data from the no. 2 multifunction displays (MFDs). The MDC also interfaces with the
avionics systems. Each quadrant has its own independent power database unit (DBU) loader to download maintenance data to a
supply powered from separate sources. The IAPS is partitioned to floppy disk or USB memory drive depending on aircraft type or
provide signal redundancy and independent power distribution. upload maintenance diagnostic equations from a floppy disk.
The IAPS assembly consists of the following LRMs:
• One IAPS card cage (ICC-4006)
• Two lightning/HIRF protectors (LHPs)
• Four input/output concentrators (IOCs)
• Four power supplies (PWR)
• Two configuration strapping units (CSUs)
• Two IAPS environmental controllers (IECs)
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MDC PWR 1B
L/LHP IOC 1A FCC 1
PWR 1A CSU 1 IOC 1B FMC 1 IEC 1
LEFT
SIDE
ICC
RIGHT
SIDE
ICC - IAPS CARD CAGE

LHP - LIGHTNING & HIRF PROTECTION
IOC - INPUT/OUTPUT CONCENTRATOR
CR7/22-12-00-0012
PWR - POWER SUPPLY
FCC - FLIGHT CONTROL COMPUTER
CSU - CONFIGURATION STRAPPING UNIT R/LHP IEC 2
FMC - FLIGHT MANAGEMENT COMPUTER FCC 2 IOC 2B
IOC 2A PWR 2B
MDC - MAINTENANCE DIAGNOSTIC COMPUTER PWR 2A CSU 2 FMC 2
IEC - IAPS ENVIRONMENTAL CONTROLLER
Figure 1 - Integrated Avionics Processor Assembly
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IAPS CARD CAGE (ICC)

IEC - Power to IEC cooling fan
The card cage, located in the avionics compartment, houses all
the IAPS modules. An internal motherboard provides AIL FCS Power to aileron servo
interconnection between the modules. All external connections ELE FCS Power to elevator servo
are made through connectors located on the lightning and HIRF
RUD FCS Power to rudder actuator (YD)
protector modules accessible from outside the card cage.
PWR-A - Power to 1A quadrant (FCS)
LIGHTNING/HIRF PROTECTOR (LHP)
APM BAT BUS Not used
Refer to figure 2.
IOC A BAT BUS Not used
The LHP modules contain the input/output connectors. All
IOC B BAT BUS Not used
signals, analog, discretes, data bus, power inputs and outputs of
the IAPS pass through the LHPs. The LHPs provide protection PWR-B - Power to 1B quadrant (FMS)
interface between resident modules and external units. The LHPs PTCHTRM - Power to pitch trim relay in FCC
protect the modules from the effects of lightning and high-intensity
radio frequencies. One LHP provides left-side protection; the Not used - -
other provides right-side protection. The data bus inputs and TABLE 1: FUNCTIONS OF LHP LEDS
outputs are protected by transorb devices. The inputs are sent to
both onside input/output concentrators (IOC) for redundancy and
the outputs are sent to external systems on general purpose (GP)
buses from the IOCs. Discrete signals are protected by Zener
diodes and power outputs are filtered and varistor protected.
Although similar, the LHP-4000 for the left side and the LHP-4001
for the right side are not interchangeable.
Several green LEDs are installed on the upper exterior of the
module to indicate the availability of various 28 VDC power
sources. The functions of the LEDs are listed in the table that
follows. The LEDs on the lower portion of the module, labeled
ATC A and B are not used on this type of aircraft.
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CR7/22-12-00-c015
Figure 2 - Lightning Protector LHP-4000/4001
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INPUT/OUTPUT CONCENTRATORS (IOC-4100/4110)

Refer to figure 3.
The IOC-4100 module is a data processor and concentrator for
the CRJ700/900 avionics systems. Four IOCs are installed in the
card cage, one for each quadrant. The IOCs receive data from
different avionics systems. The IOCs reformat and send the data
through a reduced number of data buses to make distribution
easier and more efficient. The internal microprocessor controls
the data bus interface and transmits only needed data to each
receiving LRM. The CRJ1000 IOC-4110, similar to the 4100,
includes a re-configurable input/output table, IOT-4110,
programmable via the DBU-5000 USB data base unit.
The input/output interface is done through ARINC 429 data
buses, resulting in a decrease in aircraft wiring required. The
IOCs are identical and interchangeable. They are identified as
1A, 1B, 2A and 2B. IOCs 1A and 1B process data for no. 1
systems; and 2A and 2B process data for no. 2 systems.
The IOC has a tricolor LED indicator, red, green and amber (both
red and green ON)} visible when the ICC cover is removed. The
indicator will be steady red during a power reset or if the IOC
detects an internal failure. The indicator will remain OFF when all
the internal monitors are OK or if a failure is detected that is not
internal to the IOC. The monitor will be steady amber while the
IOC is being programmed. The IOC reports to the MDC with
several diagnostic words. It also reports faults in the central
strapping units (CSU), the power supplies (PWR) and the IAPS
environmental controllers (IEC).
CR7/22-12-00-c016
Figure 3 - Input/Output Concentrator (IOC)
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POWER SUPPLIES (PWR)

Refer to figure 4.
The four power supplies provide the internal voltage levels to
power the modules in the IAPS. There is one power supply for
each quadrant. They operate on 28 VDC from the aircraft
electrical buses and a series regulator develops the voltage levels
required by the module itself. A DC-to-DC converter generates
the regulated and isolated voltage levels required by the other
modules.
The PWR module produces two discrete warning signals, a PWR
VALID and a PWR SHUTDOWN WARN signal, used by other
modules to control their states. The PWR SHUTDOWN WARN
indicates that the power supply can only operate for another 300
microseconds. This discrete is used by the MDC and FCC to
allow time for storing information in nonvolatile ram. The PWR
VALID discrete is generated when the +5 VDC level is above a
preset threshold. This signal resets the microprocessor in the
IOC, FCC, FMS and MDC computers. The power modules are
also protected for overcurrent and overtemperature conditions. If
the temperature reaches and remains above 110°C, the power
supply shuts itself down within four minutes. Operation resumes
only when the internal temperature is below 90°C, and the input
power has been recycled.
The PWR 1A module provides power to the IOC 1A, FCC 1 and
the MDC. Isolated power from this module is also supplied to the
left side of the flight control panel (FCP). The PWR 1B module
provides power to the IOC 1B and the FMC 1. The PWR 2A
module provides power to the IOC 2A and FCC 2. Isolated power
CR7/22-12-00-c017
is also supplied to the right side of the FCP. The PWR 2B module
provides power to the IOC 2B and FMC 2.
Each power supply has a set of lights on the front of the module to
indicate that output and control voltages are available. The power
supplies are identical and interchangeable.
Figure 4 - IAPS Power Supply (PWR)
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CONFIGURATION STRAPPING UNITS (CSU)

Refer to figure 5.
There are two configuration strapping units installed in the IAPS
card cage. Both CSUs store identical information on aircraft
configuration on a matrix of 16 words of 16 bits each, labeled
WORD 0 to WORD 15. Each bit can be set to a 0 or 1 logic level
by a DIP switch installed on the board. Word 0 strapping
configuration is set by an options control module (OCM-4100)
secured to the card with three screws to prevent changes in the
strapping. The OCM module is used to select several options
such as the enhanced ground proximity warning system
(EGPWS) (CRJ700/900/1000) or the EGPWS/SBAS Localizer
performance with vertical guidance option.
The OCM for aircraft equipped with EGPWS or EGPWS/LPV
have different part numbers than the base version.
An additional 8-link configuration bank on each card is used by
FCCs 1 and 2 respectively for their strapping. A link configuration
for ATC is not used. A sliding metallic cover on the module
protects the DIP switches. A strapping configuration record is
located inside the ICC cover.
The two onside IOCs take turns reading the aircraft configuration
information from the 16 words. To prevent conflict between the
IOCs, an IOC ARBITER signal from the CSUs tell individual IOCs
when the CSU is busy. The IOCs send the aircraft configuration
information to other aircraft systems and to the MDC. This setting
of the two CSUs is compared by the MDC to ensure that it is
identical.
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O.E.M. PART NO.

UNIT MUST BE PROGRAMMED PER AIRCRAFT CONFIGURATION
OCM-4100
WORD 1 WORD 2 WORD 3
1 8 9 16 1 8 9 16 1 8 9 16
WORD 4 WORD 5 WORD 6 WORD 7
1 8 9 16 1 8 9 16 1 8 9 16 1 8 9 16
1 8 9 16 1 8 9 16 1 8 9 16 1 8 9 16
OPEN
1 8 9 16 1 8 9 16 1 8 9 16 1 8 9 16
FCS ATC
1 8 1 8
WORD 1 WORD 2
WORD 3 WORD 4 WORD 5 WORD 6 WORD 7 WORD 8 FCS
1234567812345678 1234567812345678
1 89 16 1 89 16 1234567812345678 1234567812345678 1234567812345678 1234567812345678 1234567812345678 1234567812345678 12345678
1 89 16 1 89 16 1 89 16 1 89 16 1 89 16 1 89 16 1 8
WORD 9 WORD 10 WORD 11 WORD 12 WORD 13 WORD 14 WORD 15 ATC
1234567812345678 1234567812345678 1234567812345678 1234567812345678 1234567812345678 1234567812345678 1234567812345678 12345678

1 89 16 1 89 16 1 89 16 1 89 16 1 89 16 1 89 16 1 89 16 1 8
CR7/22-12-00-0018
Figure 5 - Configuration Strapping Unit and Configuration Record
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IAPS ENVIRONMENTAL CONTROLLER (IEC)

Refer to figure 6.
The IEC modules monitor the card cage temperature and operate
the cooling fans to maintain a suitable temperature environment. FAN SPEED MON
HTR CMD QB TRANSDUCER
There are two IEC modules in the card cage, one for each side. HTR ARM QA TRANSDUCER
The normal operating temperature range is from -40°C to 70°C. J8 HTR OVER TEMP
The fans are controlled by the output of two temperature

transducers (QA and QB) in each IEC. One transducer is
mounted on the motherboard under each quadrant. Either
transducer will turn on the fan for that half of the IAPS when its
temperature reaches 23°C. If the cold temperature reaches -40°C
in one quadrant, the IEC shuts down the power supply for that
quadrant only.
The QA and QB transducers are monitored for shorts or opens.
When either condition is detected, the IEC turns on a red LED.
The fan speed for a high temperature condition is normally about
4800 rpm. If the fan speed falls below 2163 rpm, the IEC turns on
the red fan low speed monitor.
When any of the LEDs are turned on, the IEC sends an ENV
MON discrete to the IOC to report a failure to the MDC. The IAPS
heaters are not installed on these aircraft and the HTR OVER
TEMP LED is not used.
CR7/22-12-00-c019
Figure 6 - IAPS Environmental Controller
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IAPS INTERFACE
Refer to figure 7.
Externally, all four IOCs communicate with all the displays. They
also communicate with their onside communication and
navigation systems.
Internally, all IOCs communicate with both FMS computers and
with the MDC. The left IOCs communicate with FCC 1 while the
right IOCs communicate with FCC 2.
The MDC sends data to the left side IOCs, the data base unit
(DBU), and the MFD. It receives data from all IOCs, and the DBU.
The flight control computers (FCC) use RS-422 buses to
communicate with the flight control panel (FCP) and a crosstalk
bus to communicate with each other. They receive and send data
to their onside IOCs. They also read data from the onside
configuration strapping unit.
The flight management computers (FMC) interface with their
onside control display units (CDU) through high-speed buses.
They communicate with each other through a crosstalk bus. They
send data to the MFDs for display and to the onside IOCs. They
receive data from all four IOCs and the monthly updates to the
FMS navigation database from the DBU.
Each IAPS quadrant contains its own individual power supply fed
from separate circuit breakers.
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CRJ 700/900/1000
IAPS LEFT IAPS RIGHT
QUAD 1A QUAD 2A
FMS/2
FMS/2 MDC
LHP LHP
PILOT'S SYSTEMS: INPUT/OUTPUT INPUT/OUTPUT COPILOT'S SYSTEMS:

EFIS, EICAS (DCU) CONCENTRATOR CONCENTRATOR EFIS, EICAS (DCU),
ADS, RSS, AHS 1A 2A ADS, RSS, AHS
IOC/2
DBU
28 VDC POWER POWER 28 VDC
IAPS LEFT SUPPLY MDC SUPPLY IAPS RIGHT
AFCS/MDC 1A 2A AFCS
MFD 1 & 2
FCC FCC
1 2
IEC 1 IEC 2
28 VDC 28 VDC
L-IAPS FAN FAN R-IAPS
FAN FAN
DBU DBU
MFDs MFDs
CDU CDU
28 VDC POWER IOC 1A IOC 2A POWER 28 VDC

IAPS LEFT FMS FMS
SUPPLY SUPPLY IAPS RIGHT
FMS 1 2
1B 2B FMS
PILOT'S SYSTEMS: INPUT/OUTPUT CSU INPUT/OUTPUT COPILOT'S SYSTEMS:

CSU
EFIS, EICAS (DCU) CONCENTRATOR CONCENTRATOR EFIS, EICAS (DCU),
ADS, RSS, AHS 1B 2B ADS, RSS, AHS
FMS 1
CR7/22-12-00-c013
FMS 2
FCC 1 FCC 2
QUAD 2B MDC
QUAD 1B
Figure 7 - IAPS Interface
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AUTOMATIC FLIGHT CONTROL SYSTEM AUTOPILOT

(AFCS) The autopilot is integrated with the flight director but it is
independently engaged. The flight director provides the steering
commands required to drive the autopilot servos to automatically
GENERAL DESCRIPTION intercept and maintain the desired flight path.
Refer to figure 8. AUTOPILOT TRIM

The AFCS provides for the following functions: The automatic pitch trim function is provided by the FCCs, when
the autopilot is engaged, to relieve excessive force on the
• Manual steering elevators. The FCCs send a command signal to the spoiler
• Automatic steering stabilizer control units (SSCU) to trim the horizontal stabilizer until
the pressure is relieved on the elevators. This function is fail-
• Automatic trimming
passive in the two FCCs.
• Yaw stabilization
YAW DAMPING
The AFCS comprises the following systems:
There are two aircraft rudder designs that require yaw
• Flight director stabilization:
• Autopilot • Electromechanical yaw dampers (CRJ700/900)
• Autotrim • Command-by-wire rudder control system (CRJ1000)
• Yaw damper (CRJ700/900) The CRJ700/900 FCCs provide yaw dampening signals to two
• Yaw damping (CRJ1000) independent yaw damper servos installed on the aircraft.
The CRJ1000 FCCs provide yaw dampening signals to three
FLIGHT DIRECTOR
command-by-wire RCUs. The RCUs combine the yaw damper
The flight director provides computed steering commands to and rudder command signals to three rudder power control units.
enable the pilot to manually steer the aircraft to the desired flight
The yaw damping operates independently from the autopilot to
path defined by the selected modes of operation. The flight
provide yaw axis stabilization by compensating for dutch roll. The
director is integrated with the autopilot in such way that the
dampening signal also controls rudder deflection for turn entry
steering commands from the flight director are also used by the
and exit coordination. Yaw damping is always operating during
autopilot to steer the aircraft automatically.
automatic or manual flying. Autopilot operation is not possible
with both yaw damper signals inoperative.
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FLIGHT DIRECTOR FLIGHT CONTROL COMPUTERS (FCC-4010)

Two FCCs are the primary components of the AFCS and are
GENERAL DESCRIPTION
installed in the IAPS card cage. The FCCs contain hardware and
Refer to figure 8. software for the following AFCS functions:
The flight director (FD) receives navigation information from the • Flight director (FD)
navigation systems, and mode selection information from the • Autopilot
flight control panel (FCP). It computes the current and desired
flight path of the aircraft and displays steering commands on the • Autotrim
primary flight displays (PFDs). • Yaw damping
Two FD channels provide pitch and roll flight guidance (steering) TO/GA SWITCHES
commands for display on the PFDs. The FD steering commands
are used to steer the aircraft manually or to monitor the autopilot Refer to figure 8.
operation. The FD modes are selected on the FCP. Mode Two switches, located on the thrust levers, provide steering
selection, status and monitoring information are also displayed on commands for the following when actuated:
the PFDs. The FD comprises the following components:
• Fixed pitch-up command for go-around and computed com-
• Flight control panel (FCP) mands for takeoff
• Flight control computers (FCCs) • Maintain wings level (ground) or heading hold (air)
• TO/GA switches • Windshear recovery guidance when low-altitude windshear is
• Sync switch detected
FLIGHT CONTROL PANEL (FCP-4002) SYNC SWITCH
Refer to figure 9. Two FD SYNC switches, located on the control wheels,
synchronize the vertical and lateral references of the FD. The
The FCP, located on the glareshield, is used to control the switches are not active when the autopilot is engaged.
operation of the FD. It provides the following functions:
• Engage or disengage the FD
• Select or deselect the FD modes
• Enter information required for some modes
• Select FD as the source of display
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5 000
80 2
300
60 10 1
200
40 0 100
VT 180
V2 142 10 000
VR 131
V1 126 100
40
0 FT 29.92 IN
V2 142 24 4
FMS 21 W 1 2
CRS 243
30
13.0 NM
S
YUL 0.0
15
33
1 2 4
12
FLIGHT CONTROL
COMPUTER (FCC) 1
GO-AROUND
SWITCHES
FLIGHT DIRECTOR
SYNC SWITCH
CR7/22-10-00-0012
FLIGHT CONTROL
COMPUTER (FCC) 2
Figure 8 - Flight Director Components
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CRJ 700/900/1000
FLIGHT CONTROL PANEL Heading select knob. This rotary switch provides left and right
heading (heading bugs) control/information. This is a digital
Refer to figure 9. control switch with continuous rotation. Pushing the SYNC switch
The FCP is a dual-channel control panel that is used to control in the middle of the HDG knob causes the heading bug to position
the operation of the FD and/or the autopilot. The FCP is installed itself under the lubber line.
in the center of the glareshield panel so it is available to both Vertical speed/pitch wheel. This wheel is used to change the
pilots. The dual channels, designated as A and B, are controlled vertical reference value while VS mode is selected. In PITCH
by common rotary and pushbutton switches. Channel A sends mode, it is used to adjust the pitch attitude. This wheel is not
selection data to FCC 1 and channel B to FCC 2. There are two functional when the glideslope is captured.
mode indicator lights for each mode switch. The lights are small
green LEDs located to the left and right of each mode switch. Speed select knob. This knob is used to change the IAS/Mach
When a mode is selected, the FCP sends a signal to both FCCs. speed reference values. The value is displayed on the PFD. A
If the FCCs find correct conditions for the selected mode, they center pushbutton is used to toggle between IAS and MACH.
send signals to illuminate both lights. FCC 1 illuminates the left Altitude knob. This rotary switch is used to change the
light and FCC 2 illuminates the right. If conditions are not right in preselected attitude reference value. This is a digital control
one of the FCCs, its corresponding light will not illuminate. There switch with continuous rotation. The pilot selects a desired
are two data buses for each FCC: one for transmitting and one for altitude (preselect altitude) and the FCC generates commands to
receiving. The FCP contains the engage logic for the autopilot fly and maintain that altitude. A centre pushbutton provides the
system. command for the logic that cancels the aural and visual altitude
The FCP has the following control switches: alerts.
Flight director pushbuttons. Turn ON and OFF respective flight Autopilot controls. Include AP engage, transfer and turbulence
directors. The FD button of the coupled FD is not functional. selection buttons, and an alternate autopilot disconnect bar.
Lateral and vertical mode. pushbuttons and indicators.

Course select knobs. These are separate 12-position rotary
switches that provide left and right side active course commands /
information, displayed on the PFD. They are digital switches with
a continuous rotation. Each switch contains the center pushbutton
that provides a command for the logic that selects the course to
fly directly to the tuned NAV station.
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CRJ 700/900/1000
COURSE 1 AP/FD HEADING ALTITUDE

SELECTOR TRANSFER SELECT MODE HOLD MODE
KNOB SWITCH SWITCH SWITCH
NAVIGATION VERTICAL COURSE 2
COURSE 1 AP ENGAGE SPEED APPROACH (VOR,LOC,FMS) SPEED MODE COURSE 2 SELECTOR
DIRECT SWITCH SWITCH MODE SWITCH MODE SWITCH MODE SWITCH SWITCH DIRECT SWITCH KNOB
LEFT FLIGHT TURBULENCE IAS/MACH HDG SELECT HALF BANK ALT CANCEL VS/PITCH RIGHT FLIGHT
DIRECTOR MODE SWITCH SWITCH KNOB SWITCH SWITCH WHEEL DIRECTOR
SWITCH SWITCH
AP DISCONNECT IAS/MACH BACK COURSE HDG SYNC ALTITUDE VERTICAL
SWITCH BAR SELECT KNOB MODE SWITCH SWITCH SELECT KNOB NAVIGATION
CR7/22-11-00-0004
Figure 9 - Flight Control Panel
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OPERATION STEERING GUIDANCE

Refer to figure 10. The selected guidance provides the pitch and roll commands to
the autopilot and to both PFDs. In approach, takeoff and go-
FLIGHT GUIDANCE around modes, both flight guidance channels are used
This section of the FCC computes and processes information independently to provide steering commands to the PFDs. In
required to generate steering commands for the FD and autopilot. each case, the PFDs display steering commands generated by
Each FCC contains its own independent flight guidance section the corresponding onside FD. The selected guidance is used for
that receives signals from the various sensor systems and the the autopilot, except for TO and GA modes.
mode selections from the FCP. FCC 1 contains the left flight TRANSFER
guidance channel (pilot's) and FCC 2 contains the right flight
guidance (copilot's). Either flight guidance can be selected to Flight guidance transfer mode is selected (and cleared) by
drive the FD and/or the autopilot. The flight guidance also pushing the XFR switch on the FCP. This action controls the
generate commands for the yaw damping and autopilot pitch trim routing of flight guidance commands to the autopilot and FDs.
systems. Normally, autopilot uses the flight guidance from the pilot side and
when transferred, from the copilot side. The FDs use the same
FLIGHT DIRECTOR logic except in approach, takeoff and go-around modes when
The FD is the steering commands and associated mode they become independent.
annunciations displayed on the PFD. The FD is “ON” when MODE SELECTION
steering commands are displayed on the PFD and “OFF” when
steering commands are not displayed on the PFD. When a mode is “armed“, it is selected but it is not active pending
occurrence of other events. For example, the approach mode is
SELECTION armed when selected, but does not transition to the capture state
Upon the power-up, both FDs are OFF. When the FD is initially until the navigation signal source is valid and the capture
enabled, the left FD provides steering commands to both PFDs. conditions are met. Any mode that does not have an arm state
Both FDs are turned ON with the following situations: becomes active concurrently with selection. When a mode is
captured, it generates commands to intercept the flight path
• Selection of lateral or vertical mode, pushing any mode switch defined by the selected mode of operation. When the track mode
on FCP affects both channels is initiated, it generates commands to maintain the flight path.
• Engaging autopilot
• Activation of the takeoff, go-around or overspeed modes and
windshear escape guidance
Pg. 22
CRJ 700/900/1000
SYNCHRONIZATION DESELECTION
Mode selections are synchronized in both flight guidance If both FDs are ON and the autopilot is not engaged, pressing the
computations with the selected channel controlling onside FD switch turns OFF both FDs. Pressing the offside FD
synchronization. The avionics system uses a single reference toggles the offside command bars ON or OFF. When the autopilot
concept for controlling references, with the exception of course is engaged, pressing the onside FD switch has no effect on the
knobs. When a reference value is changed by mode selection, FD or the autopilot. Pressing the offside FD switch turns OFF the
SYNC switch operation, reference control knob rotation, or by offside command bars, but the mode annunciation remain. If the
other sources such as an FMS, the same reference value overspeed mode is active and/or windshear conditions exist,
appears on both PFDs. It will also be used in both flight guidance pressing the FD switch will not deselect the FD(s). Whenever the
computations. Pilot and copilot modes are synchronized except steering information is invalid, the red FD (boxed) is displayed on
for approach and glideslope which operate independently. the PFD (first flashes and then remains steady), the command
bars are removed from the FD and annunciation is red-lined on
During the manual flying, the FD can be resynchronized to the
the PFD(s). Engaging or disengaging the autopilot does not
current aircraft conditions by using the FD SYNC momentary
deselect the FD(s).
switch on the control wheel, located on the outboard side of each
control wheel. This synchronization process is possible only for
the modes that have synchronizable references (roll, pitch,
altitude hold, vertical speed, IAS, climb and descent). The
synchronizing process occurs continuously while the switch is
depressed and the last value is memorized when the switch is
released. When the synchronization process occurs, the SYNC
message (in yellow color) will be displayed on the PFD for 3
seconds, or until the synchronization switch is released,
whichever is longer.
Pg. 23
CRJ 700/900/1000
Pg. 24
CRJ 700/900/1000
US
SPEED & ALT US
P
H
H
SET SET
O FF O FF
ARP ARP
CRS1 XFR APPR HDG NAV ALT VS CRS2
AP ENG SPD DOWN
COURSE & HEADING COURSE & HEADING

AP DISC SPEED HDG ALT
FD TURB B/C 1/2 BANK VNAV FD
UP
DCP DCP
RS-422 RS-422
28 VDC FMS & FMS & 28 VDC
FROM FCP SENSORS SENSORS FROM FCP
TO/GA TO/GA
DN
SE
NO
UP
NOSE
DISCONNECT 28 VDC DISCONNECT

& SYNC FROM FCP & SYNC
CROSSTALK
IOC 1A/1B FCC 1 FCC 2 IOC 2A/2B
RS-422
ADC 1 ADC 2
NAV NAV
SOURCE SOURCE
T T
BR BR
COMMAND HEAD RATE & RATE & HEAD COMMAND

BARS & FMA & ATT ACCEL. ACCEL. & ATT BARS & FMA
CR7/22-11-00-c006
HEAD & ATT HEAD & ATT
AHS/IRS 1 AHS/IRS 2
Figure 10 - Flight Director Operation
Pg. 25
CRJ 700/900/1000
FLIGHT DIRECTOR MODES Heading Select Mode (HDG). In this mode, the flight guidance
generates guidance to intercept and track the selected heading
The total operation of the autopilot and FD is divided into specific reference (heading bug) displayed on the PFD or MFD. The
functions called modes. Each mode controls one aspect of the reference may be adjusted by the pilot through the HDG knob on
flight path. The modes are divided into groups of LATERAL and the FCP, or synchronized with the existing heading by pressing
VERTICAL modes. These modes can also assume three states, the inset of the HDG knob on the FCP.
“armed”, “captured” and “track”. The “armed” and “captured”
states are annunciated on the PFD. Navigation Mode (NAV). Navigation mode generates guidance to
capture and track lateral guidance for enroute navigation and
When a mode is “armed”, it is selected but is not active until all non-precision approaches. Enroute guidance may be from VOR,
the conditions for the capture state are met. For example, the LOC or FMS. Lateral navigation includes arm and capture modes.
approach mode is armed when selected but it does not transition The arm mode may be selected while other lateral modes are
to the capture state until the navigation signal source is valid and active. The capture mode is automatically initiated when capture
other capture conditions are met. Some modes transit to the conditions are met. After capture, computations are performed to
capture state immediately after selection. After a mode is acquire and maintain the flight path. For FMS navigation, the
captured, the FD initiates commands to intercept the flight path capture point is determined by the FMS after which the FCC
defined by this mode. When the aircraft is following the required follows lateral bank commands generated by the FMS. A
flight path, the FD issues commands to “track” the flight path. navigation preview feature automatically previews the LOC
LATERAL FLIGHT DIRECTOR MODES course deviation prior to transition from FMS to LOC, when
capture conditions are met. The FD automatically transfers
Refer to figure 11.
modes (NAV to NAV transfer) when the onside FMS is the
Roll Mode (ROLL). The basic lateral mode of the system is roll selected NAV source, APPR or B/C is selected on the FCP and
mode. Roll mode is active when no other lateral modes are capture conditions are met. When Nav-to-Nav transfer occurs, the
active, even though the guidance may not be coupled to the FMA lateral mode annunciations and PFD HSI display
autopilot or displayed by the FD. Roll mode is composed of a annunciations are updated.
heading-hold and a roll-hold state. Heading-hold performs
Approach Mode (NAV). This mode enables both lateral and
computations to maintain the heading of the airplane. Roll hold
vertical guidance. The approach mode generates commands to
performs computations to maintain the roll angle of the airplane.
capture and track lateral and vertical guidance for ILS precision
The reference value for either state, maintained by the FCC, may
(LOC and GS) approaches. The approach mode includes arm
be synchronized by the pilot with the SYNC switch or
and captures phases for localizer and glideslope.
synchronized by the flight guidance.
Back Course Mode (B/C). Back course mode arms when selected,
but cannot capture if the FCC is not receiving valid localizer data.
Prior to capture, the FCC operates in a heading select sub-mode.
There is no glideslope associated with a back course approach.
Pg. 26
CRJ 700/900/1000
CRUISE MODES
ROLL PITCH
HDG ALT SEL
VOR ALT HOLD
FMS *VALT
*VALTS
DESCENT MODES
ROLL PITCH
HDG PITCH
VOR VS
CLIMB MODES LOC SPD
ROLL PITCH FMS *VDES / VIAS
*VVS
HDG VS *VPITCH
VOR SPD *VPATH
FMS PITCH *VALTV
*VVS
*VCLB / VIAS
*VPITCH
*VALTV
GO-AROUND MODES
ROLL PITCH
HDG 10° NOSE UP
TAKEOFF MODE ROLL HOLD
ROLL PITCH
WINGS COMPUTED
LEVEL (CRJ700/900)
HDG 2 STEP APPROACH MODES
HOLD (CRJ1000) ROLL PITCH
LOC GS
VOR *VGP
FMS
NOTE:
* Coupled VNAV MODES
CR7/22-10-00-0005
Figure 11 - Typical Flight Director Modes
Pg. 27
CRJ 700/900/1000
Go-around Mode (GA) (Lateral). The go-around mode is initiated in Altitude Hold Mode (ALT). Altitude hold mode provides commands
flight by pressing either go-around switch located on the thrust to hold the existing pressure altitude. The mode is engaged when
levers. In this mode, the FD provides steering commands to track the ALT switch is pressed on the FCP or when the preselect
a heading hold reference and a roll command to wings level. The altitude is changed while in altitude track (ALTS).
reference is set automatically when the mode is selected and Vertical Speed (VS). Commands the FD to maintain the vertical
remains the same until the mode is deselected. The autopilot is speed existing when engaged or adjusted by the VS pitch wheel
disengaged when this mode is selected. on the FCP during a climb or descent to a preselected altitude.
Takeoff Mode (TO) (Lateral). The takeoff mode is initiated on the Changes to ALTS when the preselected altitude is reached.
ground by pressing either go-around switch on the thrust levers. Speed Modes. Cycles through CLB, DES, IAS/MACH and PTCH
The FD provides steering commands to hold the wings level on with successive pushes of the SPEED switch. A new preselected
the ground during takeoff. When airborne, the FD provides altitude must be set before the mode is activated. The first push
steering commands to track and hold the current heading at liftoff. of the switch will activate the CLB or DES modes depending on
The autopilot is disengaged when this mode is selected. the preselected altitude. The second push activates the IAS or
Half bank (1/2 BNK). Limits to half of the normal maximum bank, MACH modes.
15 degrees. Climb Mode (CLB). When the speed switch is pressed and the
VERTICAL FLIGHT DIRECTOR MODES altitude preselector setting is above the current altitude,
commands are provided to capture and track a reference IAS/
Refer to figure 10.
Mach, or a minimum vertical speed upwards, whichever yields the
Pitch Mode (PTCH). The basic vertical mode is the pitch mode. greater closure rate to the preselected altitude. The airspeed
The pitch mode is active when no other vertical modes are reference is synchronized with the current IAS/MACH when the
selected. In pitch mode, the flight guidance generates commands SPEED switch is pressed.
to maintain a reference pitch angle. The reference value may be
Descend Mode (DES). When the speed switch is pressed and the
changed by the pilot through the pitch wheel on the FCP,
altitude preselector setting is below the current altitude,
synchronized by the pilot with the SYNC switch, or synchronized
commands are provided to capture and track a reference IAS/
by the flight guidance when the mode is selected.
MACH or a minimum vertical speed downwards, whichever yields
Altitude Preselect Mode (ALTS). The altitude preselect mode has the greater closure rate to the preselected altitude. The airspeed
an arm, a capture, and a track phase. The arm phase may be reference is synchronized with the current IAS/MACH when the
selected while other vertical modes are active. Altitude preselect SPEED switch is pressed.
capture occurs when the flight path of the aircraft nears the
altitude set with the preselected altitude knob on the FCP. The
capture point is a function of closure rate, with the capture point
moving away from the preselected altitude for high closure rates.
The capture phase provides smooth intercept of the target
altitude. The track mode maintains the target altitude. The target
altitude is set by using the altitude knob on the FCP.
Pg. 28
CRJ 700/900/1000
Mach Mode (MACH). A second push of the speed switch VNAV modes include:
automatically selects Mach mode when a Mach reference was
• VNAV Pitch (VPITCH)
active in climb or descend. The flight guidance provides
commands to capture and track a reference Mach. The climb, • VNAV Vertical Speed (VVS)
descend, IAS, and Mach modes are based on airspeed. Air
• VNAV Altitude Hold (VALT)
speed is maintained by controlling the pitch angle of the aircraft.
• VNAV Preselected Altitude (VALTS)
IAS Mode (IAS). A second push of the SPEED switch selects IAS
mode when an IAS reference is active in climb or descend mode. • VNAV FMS Altitude VALTV
Commands are provided to capture and track a reference IAS. • VNAV Climb (VCLB)
Approach Mode (Vertical). The approach mode is selected by
• VNAV Descent (VDES)
pushing the APPR switch on the FCP. It enables both lateral and
vertical guidance. The approach mode generates commands to • VNAV Indicated Airspeed/Mach (VIAS/VMACH)
capture and track the glideslope. The glideslope has an arm and • VNAV PATH (VPATH)
a capture phase. The arm phase may be selected while other
vertical modes are active. • VNAV Glide Path (VGP)
Glideslope Mode (GS). Is armed automatically when APR is Overspeed Protection and Warning. If an overspeed occurs
selected and the aircraft is flying inbound with a valid localizer as during descent in VS or PITCH modes, the AFCS reverts
the navigation source. Capture occurs after localizer capture automatically to IAS mode. The speed bug synchronizes to Vmo/
when intercepting the GS either from above or below. Mmo minus 5 knots and the aircraft slowly pitches up and
decelerates to capture the new target speed. While in the
Vertical Navigation (VNAV) Modes. Is VNAV mode is selected by
overspeed condition, the annunciated mode flashes amber and
pushing the VNAV button on the FCP. VNAV provides 10 sub-
the overspeed warning (clacker) sounds. Once out of the
modes that couple the FMS vertical flight plan to the FD. VNAV
overspeed condition, IAS reverts to green. If the active modes are
mode automatically commands the FD to sequence modes and
ALTS or ALT, the pilot must correct manually.
set target speeds and altitudes to maintain the FMS vertical flight
plan. Armed and captured VNAV modes are annunciated on the Go Around Mode (GA) (Vertical). The go-around mode is selected
FMA. VNAV may be used in all phases of flight. in flight by pushing either of the go-around switches located on
the thrust levers. In this mode, the FD provides commands to
track a fixed 10 degree pitch-up attitude. The autopilot is
disengaged when GA is selected.
Pg. 29
CRJ 700/900/1000
Takeoff Mode (TO) (Vertical). Takeoff mode is selected on the When the FD is turned ON and selected, flight guidance
ground before takeoff by pushing either go-around switch. In this commands the PFD to activate all flight guidance mode
mode, the FD provides a computed pitch-up attitude command annunciation and steering commands for the selected FD
(CRJ700/900). The CRJ1000 enhances takeoff performance by channel.
using a two step moveable command bar. The command bar is
The modes of operation are displayed on the PFD. The modes
initially set at 9 degrees and moves to the maximum calculated
are indicated as captured (active) and armed (next for automatic
value with weight-off-wheels. On all aircraft types the autopilot is
capture) modes. The vertical modes appear below the lateral
disengaged when TO is selected.
modes in two columns. One column is for the captured modes
Windshear Escape (GA/WS). Windshear escape generates and the other for the armed modes. The captured modes are
windshear escape commands in the vertical axis and is green and the armed white.
automatically selected upon getting a windshear condition. A
The autopilot engage annunciation symbol AP is displayed in
windshear condition occurs upon receiving an EGPWS windshear
green when the autopilot is engaged. A white or green arrow
warning while less than 1500 feet of radio altitude and airspeed
beside the symbol points to the pilot or copilot side to indicate
greater than 60 knots if on the ground.
which guidance system is selected to drive the FD and/or the
EICAS MESSAGES autopilot.
The following table summarizes the EICAS messages relating to To indicate which FD supplies the steering information displayed
the flight director subsystem: on the FD steering pointers, an FD1 or FD2 white symbol is
displayed on the cross-side PFD.
MESSAGE TYPE LOGIC
FD 1 FAIL Status Loss of mode data from FCC 1

and valid from FCC 2
FD 2 FAIL Status Loss of mode data from FCC 2

and valid from FCC 1
AFCS INDICATIONS
Refer to figure 12.
The FD provide the visual lateral and vertical steering commands
presented to the pilots on the PFDs including the text
annunciation representing the selected modes. The command
displays may be either V-bars or cross pointers (customer option)
as selected by the EFIS wire strap, and they are displayed
referenced to attitude display (ADI).
Pg. 30
CRJ 700/900/1000
LATERAL AUTOPILOT OPERATIONAL LATERAL AUTOPILOT OPERATIONAL

MODE STATUS INDICATORS MODE STATUS INDICATORS
(CAPTURED) (CAPTURED)
VERTICAL LATERAL VERTICAL LATERAL
MODE MODE MODE MODE
(CAPTURED) (ARMED) (CAPTURED) (ARMED)
AP STATUS AP STATUS
INDICATOR INDICATOR SPD
VERTICAL VERTICAL
FD TRANSFER MODES FD TRANSFER MODES
INDICATOR (ARMED) INDICATOR (ARMED)
V
N
YD YD A
DISENGAGE DISENGAGE V
INDICATOR INDICATOR VNAV
FAIL
ELEVATOR ELEVATOR INDICATOR
MISTRIM MISTRIM
INDICATOR INDICATOR
AILERON AILERON
MISTRIM MISTRIM
INDICATOR INDICATOR
CR7/22-11-00-c001
CR7/22-11-00-c007
Figure 12 - AFCS PFD Indications (Without VNAV) Figure 13 - AFCS PFD Indications (With VNAV)
Pg. 31
CRJ 700/900/1000
AUTOPILOT • Yaw damper
GENERAL DESCRIPTION The FCCs interface with the sensor systems which provide
information to the flight guidance section of the FCC. The flight
Refer to figure 14. guidance computes the steering commands for FD and autopilot
The autopilot is a two-axis dual-channel autopilot system that flies operation. The FCCs contain the servo amplifiers and servo
the aircraft automatically by controlling the ailerons and elevators. monitors for the autopilot and yaw damping operation. They also
Steering commands required to fly the aircraft through the compute the pitch trim commands for the autopilot pitch trim
autopilot are supplied by the flight guidance system which is part system. Electrical power for the FCCs is supplied by the IAPS
of the FD system. The automatic pitch trim system controls the internal power supplies.
horizontal stabilizer by trimming the pitch axis in response to trim FLIGHT CONTROL PANEL
commands from the autopilot.
A section of the FCP is used to control the autopilot operation.
COMPONENTS The following switches are located in this section:
Refer to figure 14. AP DISCONNECT bar. When this bar is lowered, it disengages the
autopilot and a red band is visible to indicate the disengaged
The autopilot system comprises the following components:
position. This switch is not spring-loaded and remains in the last
• Flight control computers (FCC 1 and FCC 2) set position.
• Flight control panel (FCP) AP ENG switch. This switch engages the autopilot when the
disconnect switch is up, at least one of the yaw dampers
• Autopilot disconnect switches
(CRJ700/900) or damping channels (CRJ1000) is engaged, no
• TO/GA switches unusual attitudes or rates exist and no FCC faults are detected.
• Aileron servo “AP” and an arrow pointing to the coupled side annunciate in
green on the PFD. A second push of the AP ENG switch will
• Elevator servo disengage the autopilot.
FLIGHT CONTROL COMPUTERS When engaged, the autopilot flies flight guidance commands from
There are two FCCs installed in the card cage of the IAPS. The the coupled side. Left and right green LED indicators
FCCs are the primary components of the AFCS. acknowledge the engagement of the two FCCs.
The FCC modules are line replaceable modules (LRMs) that

contain the hardware and software for the following system
functions:
• Flight director (FD)
• Autopilot
• Autopilot pitch trim
Pg. 32
CRJ 700/900/1000

AP ENG SPEED DOWN

D
FD TURB B/C 1/2 BANK VNAV D
FD
UP
TO / GA
AUTOPILOT/STICK SWITCHES
PUSHER DISCONNECT
SWITCH
NOS
E E DN
NOS
DN
N OS
UP
E NO
UP SE
SC
AP
SC
A
I/C
NC I/C
SY
SY OFF OFF
NC
R/T R/T
AILERON
SERVO
CR7/22-12-00-c010
INSTRUMENT
PANEL IAPS CARD ELEVATOR
CAGE SERVO
Figure 14 - Autopilot Components
Pg. 33
CRJ 700/900/1000
XFER switch. This switch transfers the flight guidance for both The servo consists of a permanent magnet DC motor, a dual rate
autopilots (when engaged) from the pilot’s side to the copilot’s generator, an electrical engage clutch and a multistage reduction
side. Both left and right green LEDs turn on when the XFER mode gear train. A servo mount provides an easy method of removal
is active. An arrow on the PFD points to the coupled side. and installation of the servo without interfering with the aircraft
TURB switch. This switch activates the turbulence mode when the rigging. The servo mount contains a safety slip clutch and a
autopilot is engaged. Green LED indicators on both sides of the capstan that connects the servo to the control cable system. The
switch acknowledge when the mode is active. This mode reduces servo translates electrical command signals from the FCCs into
the autopilot gain to give a smoother flight in turbulent conditions. mechanical rotational output. The servo is engaged when 28 VDC
is applied to the clutch from the FCP.
AUTOPILOT DISCONNECT SWITCHES
The autopilot disconnect switches are located on the control
wheels. These switches are the primary means of disconnecting
the autopilot. They are installed on the front outboard horn of
each control wheel and are labelled AP/SP DISC. The switches
are connected to both FCCs so that pushing either AP DISC
commands both FCCs to disengage the autopilot function.
TO/GA SWITCHES
There are two takeoff/go-around (TO/GA) switches, one on each
thrust lever. The switches are connected to both FCCs so that
pushing a single go-around switch commands both FCCs.
Actuating either switch when the autopilot is engaged will cause
the autopilot to disengage and the FD to switch into the TO/GA
mode.
PRIMARY SERVOS
The primary servos and their mounts provide precise drive for
displacement of the aileron and elevator control surfaces. The
servos convert electrical inputs from the FCCs into rotational
mechanical outputs for the control systems. The aileron servo is
installed in the right wheel well area. The elevator servo is
installed in the vertical stabilizer. The two servos and mounts are
not interchangeable.
Pg. 34
CRJ 700/900/1000
Pg. 35
CRJ 700/900/1000
AUTOPILOT OPERATION AUTOPILOT DISCONNECT
Refer to figures 15 and 16. A manual disconnect occurs, the “Cavalry Charge” sounds and
the PFD shows a flashing red AP annunciator for a short period
The autopilot provides control of the aileron and elevator servos when:
in response to commands from the FD (guidance) section of the
system. When engaged, it maneuvers the aircraft in the pitch and • An AP/SP DISC switch is pressed
roll axis to maintain the flight path defined by the selected modes. • A TO/GA switch is pressed
The FCCs provide redundant computations for a fail-passive • A manual trim switch is moved
autopilot. Each FCC contains a guidance section which computes
steering commands for FD display and autopilot servo operation. • The AP DISC bar is lowered
The steering commands from both FCCs are sent to the analog • The AP ENG switch is pressed a second time
servo loops to drive the servos to the computed position.
An automatic disconnect (abnormal condition) occurs, the
When engaged, the autopilot performs the following functions: “Cavalry Charge” aural warning sounds continuously and the PFD
• Hold a desired attitude shows a continuous flashing red AP annunciation when:
• Maintain a pressure altitude • The FCC finds a fault

• Hold a vertical speed • A stick pusher is activated
• Hold a Mach number • Both yaw dampers(ing) are disconnected
• Hold an indicated airspeed The aural warning and the red AP annunciation are cancelled
when the AP/SP DISC or TO/GA switches are pushed.
• Capture and maintain a preselected baro-corrected altitude
• Capture and track a preselected heading
• Capture and track a preselected radio course (VOR/LOC/GS)
• Capture and track a lateral navigation course (FMS-gener-
ated)
• Maintain a wings-level/heading hold, fixed or computed pitch
attitude for takeoff or go-around
• Automatic windshear escape guidance
Pg. 36
CRJ 700/900/1000
E
NOS E DN
AUTOPILOT
NOS
DN
N OS
UP
E CRS1 NO
UP AP ENG XFR SPD APPR HDG NAV ALT VS DOWN
CRS2 SE
SC
AP
P
SC
A
C I/C I/C
N
SY
SY OFF OFF
NC
R/T R/T
UP
AP ENG AP DISC
(28V) (GND)
AP
ENGAGE
T T
BR BR
1/2 BNK 35 000 1/2 BNK 35 000

M.732 HDG FCC 1 FCC 2 M.732 HDG
ALTS ALTS
AP FLT DIRECTOR FLT DIRECTOR AP
FD1
FUNCTION FUNCTION
3 XFR TO GA 3
TO GA
APPR APPR
.74 29.92
1013 HPA
IN .74 29.92
1013 HPA
IN
FMS1 12 4 FMS1 12 4
CRS 040 CRS 040
38. 7 NM 38. 7 NM
YUL 0.0 YUL 0.0
FCC 1 FCC 2
FMS 1 FMS 1
12
4 AUTOPILOT AUTOPILOT 12
4
FUNCTION FUNCTION
IAPS
SSCU 1 SSCU 2
CR7/22-12-00-c005
AILERON ELEVATOR
SERVO SERVO
Figure 15 - Autopilot Operation
Pg. 37
CRJ 700/900/1000
AUTO PITCH TRIM OPERATION When a fault that disables the autopilot pitch trim function is
detected, a caution message “AP PITCH TRIM” will appear.
Refer to figure 16.
The fail-passive automatic pitch trim is implemented in redundant
channels in the two FCCs. The auto pitch trim controls the
horizontal stabilizer via the pitch trim system to maintain pitch trim
when the autopilot is engaged. Both FCCs control the pitch trim
system. The trim control signals are generated separately by the
two FCCs. The elevator servo torque is measured by measuring
the servo command signal. When the signal level exceeds the
trim threshold, the stabilizer is moved until the torque signal
becomes zero. This represents the trim position of the stabilizer
for the existing conditions.
The AP HS (high speed) TRIM signals from FCC 1 and FCC 2 to
both SSCU are used to change the trim rate in the SSCUs. The
TRIM COMMAND signals are UP from FCC 1 and DOWN from
FCC 2. The MAN (manual) TRIM signal from the SSCUs to the
FCP is used to disconnect the autopilots.
Auto pitch trim faults are detected by monitoring the trim
command signals issued by the FCCs. These signals are trim rate
feedback from the SSCU and elevator torque signals to the
elevator servo. Status monitoring is provided for the following
faults:
• Trim applied when not required
• Wrong direction of applied trim
• Continuous trim applied
• No trim applied when required
If any of the above faults are detected, it will cause the pitch trim
to stop operating and it will display the AP PITCH TRIM caution
message. If the autopilot is engaged when the fault occurs, it will
not disengage. If the fault is detected prior to engaging the
autopilot, the autopilot will not engage.
Pg. 38
CRJ 700/900/1000
AP ENG. DISK A
TRIM RATE A AP ENG AP ENG TRIM RATE B

SSCU 2
F (TRIM) F
C TRIM COMMAND UP TRIM COMMAND DN C
C 28V OV 28V OV C
2 FCC 1 FCP FCC 2 1
TRIM ARM UP TRIM ARM DN
28VDC 28VDC
SSCU 1 MAN TRIM MAN TRIM
AP HS TRIM A (TRIM) DISENG A DISENG B AP H.S. TRIM B
(GND) (GND)
AP ENG. DISK B
CR7/22-10-00-0003
Figure 16 - Pitch Trim Operation
Pg. 39
CRJ 700/900/1000
YAW DAMPER SYSTEM COMPONENTS

The CRJ700/900 electromechanical yaw damper system
GENERAL DESCRIPTION comprise the following components:
The yaw damper system stabilizes the yaw axis of the aircraft by • Two flight control computers (FCC 1 and FCC 2)
moving the rudder to compensate for dutch roll. Dutch roll is a
combined yaw and roll oscillation, which could lead to serious • One YAW DAMPER control panel
control difficulties if it is not checked. Dutch roll is prevalent in • Two yaw damper linear actuators
swept-wing aircraft at high altitudes.
FLIGHT CONTROL COMPUTERS
There are two aircraft rudder designs that require yaw
stabilization: The yaw damper operation is controlled and monitored by two
flight control computers (FCCs). The FCCs are located in the card
• Electromechanical yaw dampers (CRJ700/900) cage of the IAPS. The FCCs contain the servo amplifiers and
• Command-by-wire rudder control system (CRJ1000) servo monitors, which drive the linear servo actuators. Each FCC
controls one linear servo actuator and monitors the proper
Both yaw designs provide yaw damping, and turn-entry and exit response of the servo loop. If a fault is found, the corresponding
coordination. yaw damper will not engage or it will disengage if it is already
ELECTROMECHANICAL YAW DAMPERS (CRJ700/900) engaged.
Refer to figure 17. YAW DAMPER CONTROL PANEL

There are two independent yaw damper systems installed in the The YAW DAMPER control panel is located on the center
CRJ700/900 aircraft. Both systems are normally used for full pedestal in the flight compartment. The panel has two momentary
authority control. With one yaw damper system operational, only pushbutton switches labeled YD 1 and YD 2 respectively. These
half-authority control is available. Both yaw dampers are normally switches are used to independently engage the yaw dampers.
used for manual or automatic flying. At least one operational yaw There is also a momentary pushbutton switch labeled DISC,
damper system is required for autopilot engagement and which is used to disengage both yaw dampers.
operation. YAW DAMPER ACTUATORS
Two independent linear servo actuators provide a mechanical
input to the rudder control system. The FCCs send signals to the
linear actuators to move the rudder. The actuators are installed in
the vertical stabilizer. Each linear actuator has a DC torque motor,
a ball-screw output ram, a motor-driven solenoid brake, and a
linear variable differential transducer (LVDT).
Pg. 40
CRJ 700/900/1000
YAW DAMPER
YD 1 YD 2
DISC ENGAGE
YAW DAMPER PANEL
CR7/22-13-00-0002
YAW DAMPER LINEAR ACTUATOR
Figure 17 - Yaw Damper Components (CRJ700/900)
Pg. 41
CRJ 700/900/1000
OPERATION
YAW DAMPER
Refer to figure 18.
The yaw dampers are selected separately and independently
from the autopilot. It is necessary for at least one yaw damper to
be active to be able to engage the autopilot. The YD 1 pushbutton
switch on the YAW DAMPER control panel engages system
no. 1. The YD 2 pushbutton switch engages system no. 2. The
yaw dampers engage if the FCC finds no unusual attitudes or
rates. When a yaw damper is engaged, the FCC monitors aircraft
yawing rate produced by dutch roll and sends yaw damping
signals to the linear actuator in the vertical stabilizer.
The yaw damper command is computed by the flight guidance
and sent to the servo loop. The command is compared to the
actual position feedback from the LVDT of the linear actuator to
produce an error signal. This signal then drives the actuator until
its position matches that of the command. An excessive error
signal or position at the mechanical stop causes disengagement
of the respective yaw damper.
The yaw damping signal is applied to the actuator motor which
extends or retracts the output ram. The LVDT measures the
position of the output rod, and sends a position feedback signal to
the FCC.
To disengage the yaw dampers, the DISC switch on the YAW
DAMPER control panel is pushed. When the DISC switch is
pushed, the input voltage to the actuator motor is removed,
causing the brake to set and prevent ram movement.
Disengagement of the two yaw dampers also disengages the
autopilot. Automatic disengagement of a yaw damper occurs if a
related failure is detected in the FCC.
The primary flight display shows a yellow YD symbol when both
yaw dampers are disengaged. An amber caution message is also
displayed on the EICAS.
Pg. 42
CRJ 700/900/1000
YD MONITOR A 28 VDC YD MONITOR B 28 VDC
YAW DAMPER
YD 1 YD 2
DISC ENGAGE
YAW RELAY A + B
K58 K59
IAPS
YD 1 LEVER UP
FCC 1 FCC 2
AHRS/IRS AHRS/IRS
YAW DAMPER 1 YAW DAMPER 2
1 2
FUNCTION FUNCTION
YD 2 LEVER UP
SVO ERR & FB
LINEAR
SERVO- LINEAR
ACTUATOR 2 SERVO- MOTOR
ACTUATOR 1
YD 2 ENG (BRAKE) LVDT
MOTOR CONTROL
IAPS L/R 28VDC
CR7/22-13-00-0001
YD 1 ENG (BRAKE)
SVO ERR & FB
Figure 18 - Yaw Damper Operation (CRJ700/900)
Pg. 43
CRJ 700/900/1000
COMMAND-BY-WIRE YAW DAMPING (CRJ1000) There is also a momentary pushbutton switch labeled DISC,
which is used to disengage both yaw dampers.
Refer to figure 19
RUDDER CONTROL UNIT
Two independent yaw damping functions are routed to three
independent command-by-wire (CBW) channels. Each CBW Three line replaceable RCUs located in the avionics bay receive
channel is comprised of a rudder control unit (RCU) and power the yaw command signals from the FCCs. The RCU consists of a
control unit (PCU). Both yaw damping functions and three CBW digital computer with a control and monitor processing lane.
channels are normally used for manual or automatic flying. At Each RCU controls one PCU and monitors the proper response
least one operational yaw damping function and one command- of the PCU actuator command loop and FCC command signal. If
by-wire channel is required for autopilot engagement and a fault is found, the RCU ignores the FCC yaw command and the
operation. corresponding PCU will not engage (damped bypass mode) or it
COMPONENTS will disengage if it is already engaged.
The yaw damping system comprise the following components: POWER CONTROL UNIT
• Two flight control computers (FCCs) Three independent PCUs provide the mechanical input of the
rudder. The RCUs send signals to the PCUs to move the rudder.
• One YAW DAMPER control panel The PCUs are installed in the vertical stabilizer. Each PCU has a
• Three rudder control units (RCUs) hydraulic ram and valve block, an engage solenoid, and a
feedback linear variable differential transducer (LVDT).
• Three power control units (PCUs)
The PCU operates in two possible modes:
FLIGHT CONTROL COMPUTERS
(1) PCU active mode. In active mode the solenoid valve
The yaw damper operation is controlled and monitored by two
(energized open) is energized and pressurizes the mode selector
flight control computers (FCCs). The FCCs contain the yaw
valve (MSV). The MSV is connected to the servo valve which is
amplifiers and monitors which send ARINC 429 command signals
electrically controlled by the RCU. The servo valve comprises a
and FCC status to three rudder control units (RCU). The RCU
LVDT for feedback monitoring purposes.
yaw command signals are passed cross-channel and monitored
by the each RCU actuator position command loop. The FCCs and (2) PCU damping mode. In damping mode the solenoid is
RCUs monitor the yaw command for proper response. If a fault is switched off and the MSV is depressurized.
found, the corresponding yaw damper will not engage or it will
disengage if it is already engaged.
YAW DAMPER CONTROL PANEL
The YAW DAMPER control panel is located on the center
pedestal in the flight compartment. The panel has two momentary
pushbutton switches labeled YD 1 and YD 2 respectively. These
switches are used to independently engage the yaw dampers.
Pg. 44
CRJ 700/900/1000
RUDDER PCU (X3)
RUDDER
CONTROL YAW DAMPER
UNIT #2
YD 1 YD 2
DISC ENGAGE
RUDDER
CONTROL YAW DAMPER PANEL
UNIT #1
CR1/22-13-00-0007
RUDDER
CONTROL
UNIT #3
Figure 19 - Yaw Damper Components (CRJ1000)
Pg. 45
CRJ 700/900/1000
OPERATION To manually disengage yaw damping, the DISC switch on the

YAW DAMPER control panel is pushed. When the DISC switch is
YAW DAMPING pushed, the input voltage to the RCU is removed, the RCUs
Refer to figure 20. ignore FCC inputs, thus deactivating the yaw damping and turn
coordination function. Disengagement of the yaw dampering also
The CBW RCUs electrically replace the mechanical yaw damper disengages the autopilot. Automatic disengagement of a yaw
linear actuators function. The FCCs send digital yaw command damper occurs if a related failure is detected in the FCC or RCU.
signals to the RCUs for dutch roll damping and turn coordination.
Yaw damping improves the aircraft stability by damping the onset The primary flight display shows a yellow YD symbol when both
of dutch roll oscillations in the yaw axis. The turn coordination yaw dampers are disengaged.
function helps the aircraft in going into and out of turns. Yaw
damping is selected separately and independently from the
autopilot. It is necessary for at least one yaw damper to be active
to be able to engage the autopilot. The YD 1 pushbutton switch
on the yaw damper panel engages system no. 1. The YD 2
pushbutton switch engages system no. 2. Yaw damping engages
if the FCC finds no unusual attitudes, rates and a yaw damper
capable status from the CBW system.
When yaw damping is engaged, the FCC monitors aircraft yawing
rate produced by dutch roll and sends yaw damping signals to
three CBW RCUs in the avionics compartment.
The yaw damper command is computed by the flight guidance
and sent to the RCU actuator command servo loop. The
command is compared to the actual position feedback from the
LVDT of the power control unit (PCU) to produce an error signal.
This signal then drives the actuator until its position matches that
of the command. An excessive error signal causes
disengagement of the respective yaw damper.
The yaw damping signal is applied to the PCU actuator which
extends or retracts the output ram. The LVDT measures the
position of the output rod, and sends a position feedback signal to
the RCU.
Pg. 46
CRJ 700/900/1000
YD MONITOR 28 VDC YD MONITOR 28 VDC
YAW DAMPER
YD 1 YD 2
DISC ENGAGE
YAW RELAY A + B
IAPS
FCC 1 YD1 LEVER UP FCC 2

AHRS/IRS AHRS/IRS
YAW DAMPER 1 YAW DAMPER 2
1 YD2 LEVER UP 2
FUNCTION FUNCTION
SUMMING AND MONITOR SUMMING AND MONITOR
YD1 ENG
YD2 ENG
YD CAPABLE YD CAPABLE
DCU IOC IOC DCU
DCU 7 HS DCU 7 HS
LA/LB IOC-9 HS RA/RB IOC-9 HS

RCU (x3)
RCU (1)(2)(3) HS RCU (1)(2)(3) HS
YAW SERVO
LOOP
CR1/22-13-00-0006
SVO CMD – FB – ENGAGE
PCU (x3)
Figure 20 - Yaw Damping Operation (CRJ1000)
Pg. 47
CRJ 700/900/1000
MACH TRIM SYSTEM EICAS MESSAGES
MESSAGE TYPE LOGIC

The spoiler and stabilizer control unit (SSCU) provides Mach trim
when the autopilot is not engaged. The SSCU is a component of AFCS MSG FAIL Warning All AFCS (IAPS) databuses invalid.
the horizontal stabilizer trim system. Refer to ATA 27 Flight CONFIG AP Warning Autopilot engaged on ground and
Controls for more information on the horizontal stabilizer system. (with “Config left and right engines >70% N1.
Autopilot” aural)“
The Mach trim function compensates for the rearward shift of the
aerodynamic center of pressure as the Mach number increases. AP PITCH TRIM Caution Autopilot pitch trim failure alert
Without correction, this shift of the center of pressure causes a detected by any IAPS quadrant.
negative stick force and decreases longitudinal stability. The
AP TRIM IS LWD Caution Mistrim condition detected by any
system automatically adjusts the stabilizer as a function of Mach
IAPS quadrant (left wing down).
number when the autopilot is not engaged. The autopilot trim,
when engaged, controls the Mach trim function fully. AP TRIM IS ND Caution Mistrim condition detected by any
IAPS quadrant (nose down).
AFCS SYSTEM INTERFACE AP TRIM IS NU Caution Mistrim condition detected by any
Refer to figure 21. IAPS quadrant (nose up).
The following illustration presents a simplified comprehensive AP TRIM IS RWD Caution Mistrim condition detected by any
interface diagram of the AFCS system. It shows the interface IAPS quadrant (right wing down).
between the AFCS components and the external systems. YAW DAMPER Caution Both yaw dampers are not engaged
The FCP sends outputs to the DCPs, ARPs, FCCs and servos. It or all IAPS input buses are invalid.
receives inputs from the FCCs, the TO/GA switches, the control YD 1 INOP Status Yaw damper 1 is off or failed.
wheels and the stall protection system.
YD 2 INOP Status Yaw damper 2 is off or failed.
The FCCs receive inputs from the AHRS/IRS, the FCP, the
servos, the YAW DAMPER control panel, the spoiler stabilizer
control unit (SSCU), the yaw damper actuators (CRJ700/900) or
rudder control units (CRJ1000) and the IAPS. They send outputs
to the servos, yaw damper actuators (CRJ700/900) or rudder
control units (CRJ1000), SSCU, FCP, IAPS and the YAW
DAMPER control panel. The FCCs communicate with each other
through the crosstalk bus.
Pg. 48
CRJ 700/900/1000

BRG FORMAT RANGE AP ENG SPD DOWN BRG FORMAT RANGE
NAV
SOURCE
CRS & HDG CRS & HDG NAV
SOURCE
RDR/TERR TFC
FD TURB B/C 1/2 BANK VNAV FD RDR/TERR TFC
UP
DCP DCP
SEL HPA/IN
FCP SEL HPA/IN
DH MDA DH MDA
SERVOS ENG
SPEED REFS BARO
SPD & ALT AP/YD MONITOR AP/YD MONITOR SPD & ALT SPEED REFS BARO
TGT VSPDS TGT VSPDS
RA TEST
EST RA TEST
EST
AP ENGAGE AP ENGAGE
SPC
ARP ARP
TOGA TOGA
ATT & HEAD AP DISC & SYNC AP DISC & SYNC ATT & HEAD
AHRS 1 AHRS 2
M SEL & LIGHTS M SEL & LIGHTS
28VDC
ENG FROM FCP
AIL, ELV, RUD POS AIL, ELV, RUD POS
DCU 1 DCU 2
STATUS (CRJ1000) DRIVE & DRIVE & STATUS (CRJ1000)
FEEDBACK FEEDBACK
28VDC AILERON SERVO

ENG FROM FCP
AIR DATA AIR DATA
SYSTEM DRIVE & DRIVE & SYSTEM
FEEDBACK FEEDBACK
ELEVATOR SERVO
ADC & NAV CROSSTALK ADC & NAV
IAPS DISPLAY DATA YAW DAMPER DISPLAY DATA IAPS
YD MONITOR YD MONITOR
& ENGAGE YD 1 YD 2
& ENGAGE
LEVER DISC ENGAGE
LEVER
MFD YDP MFD
BR
T
DRIVE & DRIVE & BR
T
NAV TO
5 000
FEEDBACK FEEDBACK TO
5 000 NAV
TO ALTS TO ALTS
SYSTEMS 2
OR RCU FD1
2 SYSTEMS
1 1
0 0
VT 196
CRJ1000 VT 196
V2 143 V2 143
VR 133
V1 133
CRJ700/900 VR 133
V1 133
0 FT 29.92 IN 0 FT 29.92 IN
CR7/22-10-00-c002
200 200
FMS1 TCAS 12 4 FMS2 TCAS 12 4

CRS 331
13. 5 NM
OFF
COMMAND & COMMAND & CRS 331
13. 5 NM
OFF
YUL
TERM
0.0 FEEDBACK SSCU FEEDBACK YUL
TERM
0.0
12
4 H. S. TRIM LEFT H. S. TRIM RIGHT 12
4
FCC 1 FCC 2
TO FCP MAN TRIM
PFD 1 PFD 2
Figure 21 - AFCS System Interface
Pg. 49
CRJ 700/900/1000
FCC DIAGNOSTICS Either the left, right, or both FCCs can be put into diagnostic
mode by pressing the appropriate FD switch. When the FD switch
is pressed, all AFCS mode annunciations on the corresponding
GENERAL DESCRIPTION PFD are removed and “TEST” is displayed in yellow on top of the
PFD.
Refer to figures 22 and 23.
The FCC that is in diagnostic mode drives the MFD display. When
Diagnostics, separate from the regular MDC diagnostics, are both FCCs are in diagnostic mode, the AP XFR switch on the
provided for the AFCS. These diagnostics are known as FCC FCP selects which FCC provides display data. A blue arrow on
diagnostics and provide specific information for the AFCS system the diagnostic page indicates which FCC is driving the display.
only. The FCC monitors the operation of the AFCS and stores
diagnostic data in volatile memory. The FCC diagnostics data is The FCC sends the following codes to the MDC:
available from power-up to power-down. After power-down, the • Repair code (a nonzero repair code existed when weight-on-
memory is erased and the data is lost. Some FCC diagnostic wheels occurred)
codes are sent to the MDC for recording in the nonvolatile
memory to be viewed in normal MDC displays. • Autopilot engage code (an attempt to engage the autopilot
failed
FCC diagnostics are used when a problem exists with the
autopilot or flight director that cannot be isolated using the current • AP disengage code (an abnormal autopilot disengage
faults of the maintenance diagnostics system. The FCC occurred)
diagnostics are accessed through the MDC maintenance menu • YD engage code (an attempt to engage the yaw damper
page using the EICAS control panel and the flight control panel to failed)
navigate and select the various display formats. These formats
• YD disengage code (an abnormal yaw damper disengage
are displayed on the MFD.
occurred)
Listed below are the three FCC diagnostic mode pages:
• Report mode (displays selected FCC internal monitor data)
• Input mode (displays selected FCC input data)
• Output mode (displays selected FCC output data)
The FCCs are put into diagnostic mode by placing the
maintenance switch on the pilot circuit breaker panel to position 1
or 2, selecting FCC diagnostics on the maintenance menu then
following the instructions on the MFD.
Pg. 50
CRJ 700/900/1000

AP ENG SPD DOWN

CR7/45-00-00-c079
UP
Figure 22 - FCC Diagnostics Selection
Pg. 51
CRJ 700/900/1000
FCC MODES INPUT MODE

REPORT MODE The input mode displays a readout of selected signals received
by the FCC. This mode is useful for isolating a failed LRU that
Refer to figure 23. supplies data to the FCC. The input mode diagnostic page
The report mode provides a report on the internal flight control displays five lines of input signals. Each line contains the signal
system monitoring activity performed by the FCC computers. The name, a LEFT and RIGHT value, and a unit of measure, if
report mode diagnostic page displays five lines of the report applicable. The FCP mode buttons, select buttons, and the VS/
parameters. Each line contains a parameter name and a LEFT pitch wheel select the input mode operations.
and RIGHT diagnostic code. The FCP mode buttons select report The name column lists five report mode parameters. The LEFT
mode operations. and right code columns display the hexadecimal code from FCC 1
The name column lists five report mode parameters. The LEFT and FCC 2. The cursor always displays at the left edge of the
and RIGHT code columns display the hexadecimal code from name column. The cursor indicates which signal line is active.
FCC1 and FCC 2. The SOURCE LRU (BUS WORD) lists the name of the LRU that
supplies each input signal, the data bus (IOC-3, AHC-1 etc.) that
The most useful report mode parameters are described below. If supplies the input to the FCC, and the octal label of the data
any code is non zero, refer to the applicable diagnostics summary word.
table in the maintenance manual.
OUTPUT MODE
• REPAIR CODE summarizes all the errors detected by the
FCC monitors. If the code is 000000, no faults have been The output mode displays a readout and control of selected FCC
detected. outputs. The output-controlling feature of this mode is enabled
only when both FCCs are in diagnostic mode and the aircraft is on
• AP DIS CODE explains why the autopilot disengaged itself. It the ground. The output mode diagnostic page displays five lines
latches to identify the cause of the last AP disengage. of output signals. Each line contains the signal name, a LEFT and
• AP ENG CODE explains why the autopilot will not engage, it RIGHT output, and modify options (if applicable). The line select
lists all conditions currently preventing AP engage. keys select the output mode operations.
• YD DIS CODE explains why the yaw damper disengaged The name column lists five report mode parameters. The LEFT
itself. It latches to identify the cause of the last YD disengage. and RIGHT code columns display the hexadecimal code from
FCC 1 and FCC 2. The cursor always displays at the left edge of
• YD ENG CODE explains why the yaw damper will not
the name column. The cursor indicates which signal line is active.
engage. It lists all conditions currently preventing YD engage.
Turn the VS/pitch wheel to change the signal displayed on the
cursor line to the previous or next item in the output mode
parameter.
Pg. 52
CRJ 700/900/1000
T
BR
T
BR
T
BR
CR7/45-00-00-c089
Figure 23 - FCC Diagnostics
Pg. 53
CRJ 700/900/1000
Pg. 54

ATA 22 Autoflight R03

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ATA 22 Autoflight R03

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CRJ 700/900/1000

Table of Contents Technical Training ATA 22

AUTOFLIGHT General Description ................................................................ 72

The Autoflight section includes the following systems:

INTEGRATED AVIONICS PROCESSOR SYSTEM

AUTOMATIC FLIGHT CONTROL SYSTEM

Page Intentionally Left Blank

INTEGRATED AVIONICS PROCESSOR FLIGHT CONTROL COMPUTERS (FCC)

Refer to figure 1. FLIGHT MANAGEMENT COMPUTERS (FMC)

ICC - IAPS CARD CAGE

Figure 1 - Integrated Avionics Processor Assembly

IAPS CARD CAGE (ICC)

Figure 2 - Lightning Protector LHP-4000/4001

INPUT/OUTPUT CONCENTRATORS (IOC-4100/4110)

POWER SUPPLIES (PWR)

CONFIGURATION STRAPPING UNITS (CSU)

O.E.M. PART NO.

WORD 4 WORD 5 WORD 6 WORD 7

WORD 8 WORD 9 WORD 10 WORD 11

1234567812345678 1234567812345678 1234567812345678 1234567812345678 1234567812345678 1234567812345678 1234567812345678 12345678

IAPS ENVIRONMENTAL CONTROLLER (IEC)

The fans are controlled by the output of two temperature

Page Intentionally Left Blank

IAPS LEFT IAPS RIGHT

PILOT'S SYSTEMS: INPUT/OUTPUT INPUT/OUTPUT COPILOT'S SYSTEMS:

28 VDC POWER IOC 1A IOC 2A POWER 28 VDC

PILOT'S SYSTEMS: INPUT/OUTPUT CSU INPUT/OUTPUT COPILOT'S SYSTEMS:

Figure 7 - IAPS Interface

AUTOMATIC FLIGHT CONTROL SYSTEM AUTOPILOT

Refer to figure 8. AUTOPILOT TRIM

Page Intentionally Left Blank

FLIGHT DIRECTOR FLIGHT CONTROL COMPUTERS (FCC-4010)

Figure 8 - Flight Director Components

Lateral and vertical mode. pushbuttons and indicators.

COURSE 1 AP/FD HEADING ALTITUDE

OPERATION STEERING GUIDANCE

Page Intentionally Left Blank

COURSE & HEADING COURSE & HEADING

DISCONNECT 28 VDC DISCONNECT

COMMAND HEAD RATE & RATE & HEAD COMMAND

Figure 10 - Flight Director Operation

FD 1 FAIL Status Loss of mode data from FCC 1

FD 2 FAIL Status Loss of mode data from FCC 2

LATERAL AUTOPILOT OPERATIONAL LATERAL AUTOPILOT OPERATIONAL

AUTOPILOT • Yaw damper

The FCC modules are line replaceable modules (LRMs) that

CRS1 XFR APPR HDG NAV ALT VS CRS2

AP DISC SPEED HDG ALT

Figure 14 - Autopilot Components

Page Intentionally Left Blank

AUTOPILOT OPERATION AUTOPILOT DISCONNECT

• Maintain a pressure altitude • The FCC finds a fault

• Hold a Mach number • Both yaw dampers(ing) are disconnected

1/2 BNK 35 000 1/2 BNK 35 000

Figure 15 - Autopilot Operation

TRIM RATE A AP ENG AP ENG TRIM RATE B

YAW DAMPER SYSTEM COMPONENTS

Refer to figure 17. YAW DAMPER CONTROL PANEL

YAW DAMPER PANEL

Figure 17 - Yaw Damper Components (CRJ700/900)

YD MONITOR A 28 VDC YD MONITOR B 28 VDC

SVO ERR & FB

Figure 18 - Yaw Damper Operation (CRJ700/900)

RUDDER PCU (X3)