CRIZ00 TECHNICAL TRAINING MANUAL ELECTRONIC CLOCK (NO GPS) GENERAL DESCRIPTION COMPONENTS: OPERATION LOCAL (LOC) MODE GREENWICH MEAN TIME (GMT) MODE DATE MODE CHRONOMETER (CHR) MODE ELAPSED FLIGHT TIME (ET) MODE TIME SET MODE INTERFACE ELECTRONIC CLOCK WITH GPS GENERAL DESCRIPTION COMPONENTS: OPERATION MODE CHR ELAPSED TIME (ET) SEL RST TIME DISPLAY DATE DISPLAY TIME SET MODE INTERFACE FLIGHT DATA RECORDER SYSTEM (FDR) GENERAL DESCRIPTION COMPONENTS, FLIGHT DATA RECORDER (FOR) REMOTE DATA CONCENTRATOR (RDC) FDR EVENT SWITCH Copyright © Bombardier Inc @ NODDDDOH HOF OD SONNHSNNH NNN 10 10 12 12 13 14 For Training Purposes Only TABLE OF CONTENTS UNDERWATER LOCATOR DEVICE (ULD) TRIAXIAL ACCELEROMETER EXTENDED QUICK ACCESS RECORDER (EQAR) OPERATION DIGITAL FLIGHT DATA RECORDER (DFOR) EXTENDED QUICK ACCESS RECORDER (EQAR) ENGINE INDICATION AND CREW ALERTING SYSTEM (EICAS) GENERAL DESCRIPTION COMPONENTS ELECTRONIC FLIGHT DISPLAY (EFD) DATA CONCENTRATOR UNIT CREW ALERTING SYSTEM SYSTEM INTERFACE INDICATIONS VISUAL MESSAGES AURAL MESSAGES EICAS CONTROL PANEL LAMP DRIVER UNIT (LOU) BRIGHTIDIM (BRT/DIM) POWER SUPPLY UNITS. EICAS SELECTOR SWITCH DISPLAY REVERSIONARY PANEL EICAS INDICATIONS, 16 16 7 18 18 18 20 20 20 24 27 a 28 30 30 33 36 40 42 43 43 45 31 - Indicating and Recording 46 July 2008 Pg 311CRIZO00 TECHNICAL TRAINING MANUAL Page Intentionally Left Blank 31 - Indicating and Recording 16 July 2009 Pg 314i Copyright © Bombardier Inc. For Training Purposes OnlyCRIZOO TECHNICAL TRAINING MANUAL INDICATING AND RECORDING 31 - Indicating and Recording 15 July 2009 For Training Purposes Only uy 2009 19 31 Copyright © Bombardier IncCRIZO00 ELECTRONIC CLOCK (NO GPS) GENERAL DESCRIPTION The pilot and copilot electronic clocks located in the cockpit are the primary source of time for all the aircraft systems. They use ARINC-429 data buses to send data to the DCUs for distribution to other aircraft systems COMPONENTS Refer to figure 1 The electronic clocks are located on each side panel ‘A four-position mode selector switch, a CHR pushbutton, and an ET pushbutton are located on the clock faceplate. The clock has two liquid crystal displays (LCDs), each able to show four white digits on a black background. Each clock shows the flight crew the greenwich mean time (GMT), the current date, or the local time (LOC) in the lwp LCD. The clocks show the elapsed fight time and chronometer (CHR) measurements in the bottom LCD. ‘A sweep hand is also used for the CHR function. OPERATION LOCAL (LOC) MODE When the selector is set to LOC mode, a fixed dot is displayed above the LOC marking. LOC indicates from 0 to 23 hours 59 minutes and displays the same LCD as the GMT function. A fixed colon divides the hours from the minutes, GREENWICH MEAN TIME (GMT) MODE When the selector is set to GMT mode, a fixed dot displays above the GMT marking. GMT indicates from 0 to 23 hours 59 minutes on the top LCD. A fixed colon divides the hours from the minutes. Copyright © Bombardier Inc. For Training Purposes Only TECHNICAL TRAINING MANUAL DATE MODE The DATE selection display shows month/day on the top LCD for 0.5 second and then the year on the two right digits for 0.5 second CHRONOMETER (CHR) MODE The CHR selection display shows minutes on the bottom LCD using the two right digits and the range is from 0 to 99 minutes The sweep hand indicates the seconds. The colon that divides the hour and minute digits of the ET stays visible in the CHR mode if ET is on, The CHR mode has a higher priority than the ET mode. If the CHR is pushed while the ET is displayed, the following occurs: ‘st push * ET display is blank, sweep hand turns, CHR minutes increase 2nd push: + Sweep hand stops, CHR minutes stops 3rd push: + Sweep hand goes back to zero, ET displays again ELAPSED FLIGHT TIME (ET) MODE The aircraft's elapsed flight time (ET) indicates from 0 to 99 hours 59 minutes in the lower LCD. A fixed colon divides the hours from the minutes. On the ground, if the clock is in the CHR mode and the ET Pushbutton is pushed, it shows the ET time mode. If the ET pushbutton is pushed for the second time, the ET sets to zero and rearms. If the ET pushbutton is pushed a third time, the CHR mode comes back. The ET mode cannot be set to zero in flight and selecting the ET pushbutton will toggle the display between ET and CHR mode. 31 - Indicating and Recording 16 July 2009 Pg 31-2CRIZO00 INICAL TRAINING MANUAL TIME SET MODE In the SET position, all time functions do not increase. Time parameters change by pressing the ET pushbutton, and the CHR pushbutton. The ET pushbutton selects a parameter for adjustment; the parameter flashes on and off. The following is the sequence of selection + GMT minutes + GMT hours + LOC minutes + LOC hours + Day + Month + Year The CHR pushbutton changes the value of the selected parameter. The parameter can increase quickly step by step. or automatically at a rate of 1 unit every 0.5 seconds if the CHR pushbutton is pushed and held. The return of the mode selector switch to a time mode starts to increase all the time functions A) oIGITAL cLock Figure 1 - Clock System - Component Location 31 - Indicating and Recording Copyright © Bombardier Inc For Training Purposes Only 15 July 2009 Pg 31-3CRIZ00 INTERFACE Refer to figure 2 The primary power supply to the pilot clock is the 28 VOC BATT BUS. The primary supply to the copilot clock is 28 VDC BUS 2 When the aircraft's DC buses energize, the top LCD shows the selected mode, the bottom LCD shows ET, and the mode arms. The ET mode increases only on aircraft takeoff (weight-off. wheels) and cannot be reseted until the aircraft is weight-on- wheels again. A signal from the proximity sensor electronic unit (PSEU) transmits the aircraft configuration to the clock system. The 26 VOC MAIN BATT DIR BUS also supplies the clocks. They can continue the correct operation of the time base in the event of an interruption in the 28 VOC primary sources. If this occurs, the LCDs go blank, the sweep hand stops, and the data bus output does not transmit. Current time parameters continue to increase but not the CHR mode The clocks supply the engine indication and crew alerting system (EICAS) and data concentration units (DCUs) with GMT data through an aeronautical radio incorporated (ARINC) 429 data bus. The information is used by various other aircraft systems. Copyright © Bombardier Inc. For Training Purposes Only TECHNICAL TRAINING MANUAL 31 - Indicating and Recording 15 July 2009 Pg 31-4CRIZOO 2a voc PR PwR| PR PWR GNO| 2a voc STBY PUR TEV PWR GNO ‘CASE GROUND | arin 429 OUT QD crremore fe ~~ DIGITAL CLOCK (CO-PILOT SIDE) ET REMOTE [EEE 0-428 voc tan BATT OIREC TECHNICAL TRAINING MANUAL case crouno| ——d srevewncxo}——_. ae voc Yo) 2 0c or pwn| ———_o anv ous Dn ren cto| Oh a ae voe 28 VDC STBY PWF se j2ev 7 _ MAIN BATT DIRECT BUS ~ DIGITAL CLOCK (PILOT SIDE) Figure 2 - Clock System - Block Diagram Copyright © Bombardier Inc For Training Purposes Only 31 - Indicating and Recording 46 July 2009 Pg 31-5CRIZOO ELECTRONIC CLOCK WITH GPS GENERAL DESCRIPTION The pilot and copilot electronic clocks located in the cockpit are the primary source of time for all the aircraft systems. They use ARINC-429 data buses to send data to the DCUs for distribution to other aircraft systems, COMPONENTS The electronic clocks are located on each side panel, The APE 4190-030 electronic clock with GPS contains an integrated time base and is microprocessor controlled, It uses the same power source configuration as the electronic clock. Two LCD displays, upper display shows DT (Date), GPS, INT (internal time) or LT (local time) and the lower display shows elapse time (ET) or chronometer (CHR). The LCD digits are white on black background OPERATION Refer to figure 3. MODE The MODE button enables the operator to switch between DT (Date), GPS, INT (internal time) or LT (local time) on the upper LCD display. Pressing the MODE button for two seconds will put the clock into time set mode. CHR The CHR button selects the chronometer mode on the bottom LCD. The range is from 0 to 99 minutes and 59 seconds. The display shows two minute digits, a colon and two second digits First push of the CHR button will start the chronometer, second Copyright © Bombardier Inc. For Training Purposes Only TECHNICAL TRAINING MANUAL Push stops the chronometer and a third push will reset the chronometer causing the LCD to go blank. ELAPSED TIME (ET) Elapsed time range is from 0 to 99 hours and 59 minutes and is displayed on the lower 4 digit LCD. A fixed colon is displayed only in RUN mode. The display is blanked in non-operative mode. SEL The SEL button shows ET (elapse time) on the bottom LCD. An “ET Remote” input (discrete) from the PSEU WOW controls automatically the starting, stopping and reset function. RST RST button will reset elapse time counter to zero, the function is available on the ground only. TIME DISPLAY GPS, INT (internal computer time) or LT (local time) are indicated from 0 to 23 hours 59 minutes on the upper six digit LEU. A tixed colon separates the hours and minutes. GPS and INT time are displayed in the UTC fashion DATE DISPLAY Months, days, and years are displayed on the upper six digit LCD when selected. The colon is not displayed. Leap years are taken into account 31 - Indicating and Recording 15 July 2009 Pg 31-6CRIZOO TIME SET MODE Pressing the MODE button for two seconds will enable operator to set the clock. Successive pushes will cycle through: INT minutes, INT hours, DT year, DT Day, DT month, LT minutes, LT hours. The parameter selected flashes. The SEL button will decrease the parameter. Pressing the MODE button will change parameter tobe set. Pressing MODE button for two seconds again will turn the clock to normal position TECHNICAL TRAINING MANUAL (A) olerrat cock Figure 3 - GPS Clock 31 - Indicating and Recording Copyright © Bombardier Inc. For Training Purposes Only 16 July 2009 Pg 31-7CARIZOO TECHNICAL TRAINING MANUAL INTERFACE Refer to figure 4. The electronic clock with GPS has an ARINC 429 LS receiver. The GPS signal is sent from GPS #1 receiver to JB 10 where it is split and sent to the IAPS and to both flight deck clocks. On power Up, the clock defaults to INT mode and once a valid GPS input is received, it will update the INT clock to GPS time. When the clock loses both its power sources, on the next power up it will display flashing INT time of 00:00. Pressing the MODE button will cause the clock to start operating from 00:00. Pressing the MODE button two more times will place the clock in GPS mode and this will allow the clock to be updated to GPS #1 31 - Indicating and Recording Copyright © Bombardier Inc. For Training Purposes Only 18 July 2008 Pg 31-8CAIJZ00 TECHNICAL TRAINING MANUAL mypera eee — a 82 28 voe stay PRE >428 v0 ‘CASE GROUND} ———} [ARINC 429 INPUT] - 1 oeue ET REMOTE 4 — DIGITAL CLOCK (CO-PILOT SIDE) 5 VAC LTG| | sano ei borer 2 } — sTBYPWRGNO-———O__ 2a voc L DIGITAL CLOCK (PILOT SIDE) Figure 4 - GPS Clock Interface 31 - Indicating and Recording Copyright © Bombardier Inc For Training Purposes Only 46 July 2009 Pg 31-9CRIZ00 TECHNICAL TRAINING MANUAL FLIGHT DATA RECORDER SYSTEM (FDR) GENERAL DESCRIPTION Refer to figure 5. The digital fight data recorder records aircraft flight parameters for future analysis. The FDR system includes a digital FDR, an underwater locator device (ULD), and a triaxial accelerometer. The EICAS 2000 upgrade introduced a new DFDR to accommodate the recording of additional parameters, which are mandated by the FAA. This new DFOR model has the capability of recording at a rate of 64 or 128 words per second. The higher speed is required to maintain the rate of parameter recording. The DFOR recording speed (64 or 128 wps) is set by the option configuration module (OCM) installed on the central strapping unit (CSU) A triaxial accelerometer is installed in the left main landing gear wheelwell It is a sealed instrument that contains three separate option sensors that measure acceleration on three axes: vertical, lateral, and longitudinal. ‘An optional extended quick access recorder (EQAR) is used to get quick access to FOR information. 31 - Indicating and Recording Copyright © Bombardier Inc. For Training Purposes Only 16 July 2008 Pg 31-10CRIZ00 TECHNICAL TRAINING MANUAL RECORDER uewene © , wossaaren aeeoaBe Seer REMOTE DATA CONCENTRATOR Figure 5 - Flight Data Recorder System - Component Location 31 - Indicating and Recording Copyright © Bombardier Inc For Training Purposes Only 16 July 2008 Pg 31-11CRIZ200 COMPONENTS Refer to figure 6. FLIGHT DATA RECORDER (FDR) The FDR is located in the aft equipment compartment. It is contained in a standard, international orange stainless steel case with reflective striping and raised lettering. It has an operating range of -1,000 to +55,000 feet, and contains an internal buil-in- test that eliminates the need for preflight testing It is a solid-state data recording unit that monitors real-time flight data and stores it in non-volatile memory. The recorded data can be removed from the digital FDR for analysis. An FOR EVENT pushbutton, on the miscellaneous test panel highlights a specific event stored in the FOR. The FDR uses electrically-erasable programmable read-only memory (EEPROM) to record flight data in a 64 or 128 words per second format. There is no flight data acquisition unit. Instead, the FDR gets this data through the ARINC 717 bus and the flight data acquisition functions of DCU 1 with DCU 2 as a backup. After the FOR receives the data, it sends it back to the DCU to make sure there are no errors. The FDR maintains a digital stream of flight data into its solid- State memory which has a capacity of 25 hours of data. When memory capacity is full, the FDR overwrites the earliest data. The FDR maintains the following specific flight data in memory: Avionics: Roll, pitch, yaw, airspeed, altitude, heading, GMT, DME distance, ILS deviations, selected navigation frequencies, radio altitude, angle-of-attack, vertical and lateral acceleration, longitudinal acceleration, total air temperature (TAT) Mechanical systems: Control surface positions, brake pressure, engine fuel flow (2), engine power (2), engine vibrations (2), inter turbine temperature (ITT), Copyright © Bombardier Inc. For Training Purposes Only TECHNICAL TRAINING MANUAL ‘A complete listing of the FDR recorded parameters can be found in chapter 31 of the AMM The extended DFDR additionally parameters records the following + Ground speed + Wind direction + Drift + Discretes + Pilot/copilot pitch control position + Rudder pedal position + Actual brake pressure + Brake pedal application + Pitch control disconnect + Cockpit fight control (applied force) ‘The FOR Is specially constructed to resist the shock of an aircraft crash. The FOR can withstand the following conditions: + 5000 pounds (2,268 kg) of crush force + A340 g-force impact for 6.5 milliseconds + Sea pressure to 20,000 feet (6,096 m) for 30 days + 1932°F (1,056°C) for 30 minutes * 80,000 BTU per square foot per hour (56 812 J/m2/hr) for 30 minutes On the ground, the data can be removed from the FDR through an electrical test connector on the front of the recorder with a Portable analysis unit (PAU). The PAU connects to the connector to copy real-time data as well as recorded data. The same connector connects to equipment for automatic testing of the FDR 31 - Indicating and Recording 16 July 2009 Pg 31-12CRIZ00 TECHNICAL TRAINING MANUAL Gj aoe a Ly . Post MoD Figure 6 - Digital Flight Data Recorder Copyright © Bombardier Inc. For Training Purposes Only REMOTE DATA CONCENTRATOR (RDC) Refer to figure 7 The RDC is a single-channel line replaceable unit (LRU) with an analogidiscrete hardware configuration. The RDC performs data acquisition and receives analog and discrete signals from the new sensors added to meet the additional regulatory requirements for parameters recorded by the EDFDR. These are: + Pitch control rotary variable differential transducers (RVDTS) + Pedal yaw RVOT + Pitch disconnect sensing switch + Brake pedal switches + Brake pressure transducers + Force sensors (flight compartment control force) The RDC performs analog to digital conversions and transmits the results on an ARINC 429 LS serial bus to DCU 1 and DCU 2, 31 - Indicating and Recording 18 July 2008 Pgat-13CRIZOO TECHNICAL TRAINING MANUAL FDR EVENT SWITCH ‘The FDR EVENT pushbutton is located on the miscellaneous test panel on the center pedestal It is used by the pilot to highlight an event stored in the FDR. To highlight the current event in the FOR, press the pushbutton for 2 ‘seconds and monitor the EICAS status page (ED 2) for the FOR EVENT GREEN ADVISORY message. 31 - Indicating and Recording Copyright © Bombardier Inc. For Training Purposes Only 16 July 2009 Pg 3t-14CRIZOO TECHNICAL TRAINING MANUAL Fs217.75 MISCELLANEOUS TERT PANEL ® « @ Figure 7 - Remote DCU & FDR Event Sw. Locations 31 - Indicating and Recording Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 31-15,CRIZOO TECHNICAL TRAINING MANUAL UNDERWATER LOCATOR DEVICE (ULD) Refer to figure 8 The ULD, mounted on the FOR front panel, is a battery-operated @ underwater acoustic pulse generator. The ULD operates when it is in water. The ULD is used to locate the FDR after an aircraft crash in the water. The ULD consists of a water switch, a battery, an oscillator, and a piezoceramic transducer. When the water switch is wet, the battery supplies power to the oscillator which causes the electromagnetic transducer to send out a 36.5 to 38.5 kHz signal The signal transmits for a minimum of 30 days at a range of 2,000 - 4,000 yards (1,829 - 3,658 m). The ULD is resistant to deep sea depths of 20,000 feet (6,096 m). The lithium battery must be replaced every 6 years TRIAXIAL ACCELEROMETER Refer to figure 8 DIGITAL FLIGHT \__ DATA'RECORDER The triaxial accelerometer ie mounted, just to the left of the aircraft center line, in the left main gear wheelwell Itis a hermetically-sealed instrument that contains three separate motion sensors that measure acceleration rates on three axes (vertical, lateral, and longitudinal) near the center of gravity of the aircraft. It also contains a solid-state signal conditioning circuit The triaxial accelerometer simultaneously measures vertical, lateral, and longitudinal acceleration. The DCUs receive the data where it is formatted for the FOR An FDR ACCEL FAIL status message will appear if the accelerometer is out of limits Figure 8 - ULD & TRIAXIAL ACCELEROMETER LOCATIONS 31 - Indicating and Recording Copyright © Bombardier Inc. For Training Purposes Only 15 July 2008 Pg 31-16CRIZ00 EXTENDED QUICK ACCESS RECORDER (EQAR) Refer to figure 9 The EQAR is located on the right side of the main avionics compartment. It is used to get quick access to FDR information through an ARINC 717 data bus. The EQAR stores data on a removable optical disk in DOS-compatible direct access files. This reduces the time for ground data analysis to a minimum, EQAR performs a self-test on initialization and contains 3 LEDs (on the front cover indicating system status and remaining disk space. The download PC must support a standard magneto optical disk with ADRAS astra digital radio analysis system (ADRAS) software or equivalent. EQAR stores up to 230 Mb of data, equivalent to 640 flight hours at 64 words per second or 320 flight hours at 128 words per second. Data to the EQAR originated from DCU 2 FDAU circuit via JB 10. Aircraft equipped with EICAS. 2000 will use the 128 words per second format. EQAR pin strapping determines format used. ‘TECHNICAL TRAINING MANUAL LABEL 1374-1008316 BACKSIDE OF THE DOOR GREEN LEO WHEN — SYSTEM OPERATING RED LEO WHEN ISK 70% FULL B]~ Reo Leo wHen SYSTEM FAULTY Figure 9 - Extended QAR Location (Optional) Copyright © Bombardier Inc. For Training Purposes Only 31 - Indicating and Recording 46 July 2009 Pg 31-17CRIZO00 OPERATION Refer to figure 10. DIGITAL FLIGHT DATA RECORDER (DFDR) ‘When power is initially applied, the FDR carries out a self-test and the FOR FAIL EICAS status message illuminates for § seconds (with both engines running). If the test passes, the message goes off and remains off. When the strobe or beacon lights operate or the aircraft is in flight, the FDR receives 115 VAC power. After power is applied, the FDR then stores the aircraft flight data that it receives from the DCUs in its memory. The FOR returns the flight data back to the DCU that sent it through switching relays This wraparound loop allows the DCU to confirm that the FOR hhas received the data without errors. The DCU then makes sure that the received data is the same as the data sent out During normal operations, DCU 1 continuously performs self- tests to make sure that its flight data acquisition unit (FDAU) subsystem operates correctly. Then it supplies a FDAU valid (ground) signal to the OCU switching relays. When the relays close, flight data flows between DCU 1 and the FDR. Flight data from DCU 2 is sent through a wraparound loop back to DCU 2 The RDC performs data acquisition. It receives analog and discrete signals from the new sensors, performs analog-to-digital conversions and transmits the results to DCU 1 and DCU 2 Channel B of the DCU's processes, formats, and transmits flight data acquisition information onto the ARINC 717 data bus to the FDR The data received is compared with the data transmitted. This comparison provides the continuous FOR test. DCU 1 removes the FDAU VALID ground when one of the following conditions are present Copyright © Bombardier Inc. For Training Purposes Only TECHNICAL TRAINING MANUAL + Ifthe DCU is unable to synchronize with data returned for a period of 8 seconds + No data transmitted to the FDR + DCU failure affecting the FDAU function + FOR FAIL discrete input to the DCUs active When the DCU removes the FDAU VALID signal at the switching relays, the switching relays de-energize and allow fight data flows between DCU 2 and the FDR. Any flight data from DCU 1 is sent through a feedback loop back to DCU 1 To augment the flight data parameters, the triaxial accelerometer supplies vertical, lateral, and longitudinal acceleration data to the DCUs. The FOR can add a data flag to an event in its memory. If the operator pushes the FOR EVENT pushbutton on the miscellaneous test panel on the center pedestal, a ground signal is supplied to the DCUs. This ground signal sends a data flag to the FDR for storage. The FDR can also add its own data flag when it finds an error with the input data. The event data is then identified by these data flags. A portable analysis unit can copy data from the FOR. The Portable analysis unit can display data stored in the FDR or make a copy on a paper printout. The portable analysis unit can be operated while the FDR is installed in the aircraft. EXTENDED QUICK ACCESS RECORDER (EQAR) The EQAR is used to get quick access to FDR information through an optical disk. EQAR is powered by 115 VAC bus 2. Run control input allows the EQAR to begin recording when beacon light or strobe light switches are selected ON or PSEU WOW input is active (air mode). This will energize K10R in JB11. When the relay is energized a ground discrete is provided to the run circuit. EQAR receives information from DCU 2 ARINC 717 data bus. The information is sent to EQAR via JB10. 31 - Indicating and Recording 15 July 2009 Pg 31-18CRIZO0O ebr-co Copyright © Bombardier Inc. OAR DATA Ros [common lconrrot Ineur | ocu SENSORS. power im © powera peu ae . aTAOUT Dar our tara ror starug ‘CONTROL oo it J foxnon| Hs | Fucer REC CONT BP 1K2 For wei Saivehne a RELAYS : TECHNICAL TRAINING MANUAL +-@ | sme 3/2 +-© r-@ r-@ Figure 10 - Flight Data Recorder System - Schematic 31 - Indicating and Recording For Training Purposes Only 16 July 2009 Pg 31-19CRIZO00 TECHNICAL TRAINING MANUAL, ENGINE INDICATION AND CREW ALERTING SYSTEM (EICAS) GENERAL DESCRIPTION Refer to figures 11 and 12 (sheets 1 and 2). The primary function of the EICAS is to monitor system status and to alert the crew of any emergency or abnormality. Visual messages are provided on two electronic flight displays (EFDs) and the voice messages or audio tones are heard on the flight deck speakers. In addition to the above functions the system is capable of the following + Pilot flight information inputs (i.e. aileron trim...) + Automatic/manual screen transfer (EFD fail) * Activate and reset master caution and warning lights + Control test and operation of the automatic power reserve (APR) system + Acquire and validate data for the FOR and monitors serviceability of the FOR system + Compute and provides data pertaining to the engine and aircraft systems for the maintenance data computer (MDC) recording Copyright © Bombardier Inc. For Training Purposes Only COMPONENTS. The system consists of the following components + Two electronic fight displays with cathode ray tubes (CRTs) + Miscellaneous test pane! * Two data concentrator units (DCUs) (a third DCU is optional) + Remote DCU (EICAS 2000 aircraft only) + Three bright/dim power supply units + EICAS control panel (ECP) + MASTER WARNING and MASTER CAUTION pushbutton annunciators + Source selector switches + Aural warning panel + Two display revisionary panels + Lamp driver unit (LDU) 31 - Indicating and Recording 15 July 2008 Pg 31-20CRIZOO TECHNICAL TRAINING MANUAL BRTIDIM POWER SUPPLY Sa C .) LAMP DRIVER UNIT (A) PRIMARY EICAS DISPLAY (8) SECONDARY EICAS DISPLAY 2) 1 (PRIMARY PAGE) \ (STATUS PAGE) 4 a man L — CATHODE RAY TUBES (CRTS) — - Figure 11 - (Sheet 1 of 2) EICAS Flight Compartment Display 31 - Indicating and Recording 15 July 206 Copyright © Bombardier Inc. For Training Purposes OnlyCRIZOO TECHNICAL TRAINING MANUAL Page Intentionally Left Blank 31 - Indicating and Recording Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 31-22CRIZOO TECHNICAL TRAINING MANUAL @puorswaster Wann —- @coror-s wasreR watuno ‘AND MASTER CAUTION "AND MASTER CAUTION PUSHBUTTON ANNUNCIATIONS PUSHBUTTON ANNUNCIATIONS. PILOT'S DISPLAY ‘COPILOT'S DISPLAY oasis REVERSIONARY PANEL REVERSIONARY PANEL Figure 12 - (Sheet 2 of 2) EICAS Flight Compartment Display 31 - Indicating and Recording Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 31-23CRIZ00 ELECTRONIC FLIGHT DISPLAY (EFD) Refer to figure 13 The EFD system uses CRTs to display information to the crew. The EICAS system has a primary display (ED 1) and secondary display (ED 2). However. if required, the EICAS system may also use either multifunction displays (MFDs) Each EFD is divided into two functional parts, each controlled by ‘a microprocessor. One part receives all the inputs, creates the appropriate image, and stores it into a memory. The other part uses the stored data to create the displays. ED 1 displays engine monitoring and systems waming and caution messages. ED 2 displays advisory and status information which includes the system synoptic pages upon selection. The MFDs are multifunctional display screens which include radar and navigation pages. The MFDs are also capable of displaying maintenance data pages to the maintenance technician, The primary flight displays (PFDs) display pilot flight data, The 28 VDC BATT BUS powers ED 1 and ED 2. The DC ESS BUS powers the pilot PFD 1 and MFD 1. DC BUS 2 powers the copilot PFD 2 and MFD 2. The displays are capable of interacting with each other to give Priority to certain information in the event of a screen failure. Each screen has a bright/dim rheostat in the top left corner. The EFDs have two overtemperature thresholds for detection of an approaching display thermal shutdown: + The first occurs when a temperature sensor closes (110 + 5°C). A circuit read by the display software supplies a DISPLAY TEMP waming fiag indication on the respective cRT Copyright © Bombardier Inc. For Training Purposes Only TECHNICAL TRAINING MANUAL + The second occurs when another temperature sensor closes a circuit that causes the power supply to shut down above 115, +5°C The CRT returns to normal operation when the temperature decreases below 105 + 5°C. The central forced air cooling is supplied to the displays from an external cooling system, 31 - Indicating and Recording 16 July 2008 Pg 31-24CRIZOO0 TECHNICAL TRAINING MANUAL 2a P| INSTRUMENT PANEL ELECTRONIC DISPLAY HANDLE LATCH 2 E DISENGAGEMENT (A) eicas primary DISPLAY (ED!) ((B)) EICAS SECONDARY DISPLAY (E02) WANE aANoLE B HANDLE HANOI Figure 13 - Cathode Ray Tubes - Position and Removal 31 - Indicating and Recording oses Only 15 July 2009 Pg 31-25 Copyright © Bombardier Inc. For Training PuCRIZOO EICAS DISPLAY MODES ED 1 displays primary information while ED 2 displays system status information as default mode on power-up. The information ‘on each screen is as follows ED 1 PRIMARY PAGE CATEGORY = |_—S——«CISPLAYED DATA CATEGORY Engine parameters Nitpm "| | Flight controis N2 rpm Interturbine temperature (ITT) Fuel flow oe Oil temperature and pressure Fan vibration = when operating only | Cabin altitude Cabin rate of climb Cabin pressure differential | Pressurization data Pressurization (Displayed only when manual pressurization is TECHNICAL TRAINING MANUAL "ED 2 STATUS PAGE ] DISPLAYED DATA Surface position Trim inputs. Inlet door position RPM%" EGT* Cabin altitude Cabin rate of change Differential pressure Landing field elevation selected Cabin temperature selected) Gear position Up and locked = Down and locked Environmental control Transit Crew oxygen Flap position Shows degree of flap position Brake system ‘Shows both wing tanks and center tank quantities in kilograms. Fuel quantity Displays total fuel of all 3 fuel tanks | Total fuel | Advisory and status messages System pressure | Wheel temperature | Flight number Advisory green messages listed Status white messages listed | Warning messages Displays all (red) warning messages recorded by the DCUs Displays all (amber) caution messages recorded by the DCUs Caution messages For Training Purposes Only Copyright © Bombardier Inc. 31 - Indicating and Recording 45 July 2009 Pg 31-26CRIZOO TECHNICAL TRAINING MANUAL DATA CONCENTRATOR UNIT Refer to figure 14 There are two or three (optional) identical DCUs mounted on racks in the main avionics compartment. The DCU is a dual channel computer and its primary function is to collect, process, and provide data to the EICAS displays and the audio integrating system Each DCU is cooled by a dedicated 28 VDC fan that attaches underneath the DCU support rack. The fan operates continuously when DC power is available to the DCU. At power-up, strapping determines the installation position of the DCUs. CREW ALERTING SYSTEM The DCUs monitor the crew alert logic. Each DCU performs the logic function independently. This logic contains discrete inputs, analog thresholds, and time delays to prevent nuisance alerts during critical fight phases. The DCU CAS section (channel B) of the EICAS provides aural and visual indications of the aircraft systems condition. The CAS displays messages in the following four categories: + Warning (red) + Caution (amber) + Advisory (green) + Status (white) Each DCU provides a control signal to the two MASTER WARNING and MASTER CAUTION pushbutton annunciators (push to reset). In case of a warning or a caution, the applicable MASTER WARNING or MASTER CAUTION pushbutton annunciators on the glareshield illuminate at the same time as the message is posted on ED. Copyright © Bombardier Inc. For Training Purposes Only bcuz ocus \ peut | eLecTRicaL CONNECTORS. MOUNTING TRAY. captive > CLAMP Figure 14 - Data Concentrator Unit - Installation 31 - Indicating and Recording 418 July 2009 Pg 31-27CRIZO0O0 SYSTEM INTERFACE Refer to figure 15, Each DCU consists of two independent channels (A and 8) that Monitor and process aircraft information, Channel A: receives discrete, analog, and ARINC inputs from aircraft sensors and onside engine sensors (i.e. DCU 1/3 + ENG. no. 1 data). All the data processed and formatted in channel A is available to channel B through internal data transmission, Onside engine data is also transmitted from channel A to the EICAS. displays. Channel B: receives discrete, analog, and ARINC inputs from aircraft sensors, cross-side engine sensors (i.e. DCU 1/3 -» ENG. no. 2 data), and all data from channel A. The data that is produced in channel B is not required by channel A for operation. Data transmitted by channel B is related to the following functions: + CAS and both engine's data to ED 1/2 and MFD 1/2 + Aural alerts to the audio integrating system + Flight data acquisition for the FOR + Lamp driver unit + Maintenance diagnostic system (MDC) Ina three DCU configuration (optional), the operation is identical except that the channel A of DCU 3 is only used for intemal data transmission to channel B. Since the DCUs compute the same data, ARINC cross-talk buses are used for monitoring and comparison of received information. Should a disagreement occur between the DCU’s CAS aural or caution miscompare for more than 20 seconds, a CAS MISCOMP white status message is displayed on ED 2. A DCU (X) INOP Copyright © Bombardier Inc. For Training Purposes Only TECHNICAL TRAINING MANUAL white status message is shown on ED 2 when a DCU intemal fault occurs or other DCUs detect invalid cross-talk bus data from a faulty DCU In a two DCU system, if one DCU fails, the remaining DCU cannot maintain the CAS or engine miscompare function and the EICAS COMP INOP amber caution message will be posted on ED 1 The internal flight data acquisition unit (FDAU) receives data from the integrated avionics processor system (IAPS) and the attitude and heading reference system (AHRS). This data is processed, formatted, and transmitted on ARINC 717 bus to the FDR. The echo bus (return) is used to synchronize the data out with the data in. This way the DCU FDAU circuit can verify proper operation of the FOR. The DCU channel B integrated audio circuit will generate the aural messages and tones associated with CAS messages. It converts digital data into analog signals and transmits this information to the audio integrating system (AIS) The traffic collision avoidance system (TCAS) ataluy audio signal is processed by the DCU aural circuit. When the TCAS audio is active, it changes the programmed priority within the DCU software to determine which alert must be sent first. The aural circuit also receives an input from the ground proximity warning system (GPWS). This input, when active, will put the DCU aural circuit on hold and allow only the GPWS messages to be heard in the flight deck. Under this condition, the only aural message the DCU can transmit to the AIS is the STALL WARBLER which has a higher priority level 31 - Indicating and Recording 16 July 2008 Pg 31-28CRIZOO TECHNICAL TRAINING MANUAL To | ttt (st ——— |_| \| y cnosetane noes py | [=| a | cas FJ ! J [ws os F— Farsi 1 = — ima fp — or ' _ L cows = L— rcas avoro 1 ac teas auo10 cto L~ ras avoio ENG kK anins 1 ie L att A be anes 1 ‘ Eis 2 1 ens | rs 3 = ates 2 rons [== Jeo rin 1 * Yrow! 2 laps 1 a = saps ips 1 aes ts Eee Eo Rocus 1 __ RDCU* Tez i ERT 1 Tou ty f oust PF — = : | stro aun csensons'Swirenes Copyright © Bombardier Inc. DATA CONCENTRATOR UNIT INTERFACE DIAGRAM Figure 15 - EICAS System Interface For Training Purposes Only 31 - Indicating and Recording 15 July 2009 Pg 31-29CRIZOO0 The CAS circuit in channel B transmits maintenance diagnostic data (from reporting LRUs) to the maintenance diagnostic computer (IAPS UH). The CAS also provides ARINC. digital information to the LDU. This information is used by the LDU to control the annunciating lamps in the flight deck. The return bus from the LDU provides status of operation and diagnostics to the DCU CAS The four displays receive various inputs from the DCUs with redundant information in the event of a DCU or display failure. The EICAS control panel (ECP) also transmits redundant information to the four displays using two separate ARINC buses. One bus is connected to the ED 1 and MFD 1. The other bus transmits the same information such as operator key selection and status of operation (diagnostics). The displays transmit their ‘own diagnostics and the ECP diagnostics to the MDC via the IAPS. Copynght © Bombardier Inc. For Training Purposes Only TECHNICAL TRAINING MANUAL INDICATIONS. VISUAL MESSAGES Refer to figure 16 The upper right corner of ED 1 displays the warning and caution messages. The caution messages are below the warming messages. The status page displays the advisory and the status messages. The warnings illuminate in red, the cautions in amber, the status in white, and the advisories in green. The EICAS DCUs control two flashing MASTER WARNING (red) and two MASTER CAUTION (amber) pushbutton annunciators installed on the (piloticopilot) glareshield panels. When activated by the DCUs, a triple chime is heard for the MASTER WARNING, lights and a single chime is heard for the MASTER CAUTION lights The MASTER WARNING and MASTER CAUTION reset when either of the two flashing pushbutton annunciators is pushed Ine MASIER WARNING and MASTER CAUTION pushbutton annunciators are tested through the LAMP TEST switch on the miscellaneous test panel ‘A summary of EICAS visual and aural messages and the function/description of each message (pertinent to the ap- plicable ATA) can be found at the end of each chapter in the training manual A complete listing by ATA of all EICAS messages is located in the Aircraft Maintenance Manual, 31-41-00 31 - Indicating and Recording 16 July 2009 Pg 31-30,CRIZOO MASTER. CAUTION PILOT'S MASTER WARNING ’AND MASTER CAUTION. PUSHBUTTON ANNUNCIATORS Warning Message (Red) Caution Messages (Amber) + CAB ALT TAC BUS (A) EIcAs PRIMARY DISPLAY SS ENGINE PAGE (OEFAULT) Copyright © Bombardier Inc. MISCELLANEOUS TEST PANEL For Training Purposes Only TECHNICAL TRAINING MANUAL MASTER | CAUTION COPILOT'S MASTER WARNING ’AND MASTER CAUTION PUSHBUTTON ANNUNCIATORS Advisory Messages (Groen) (®) EIcAS SECONDARY DISPLAY A2/_U'STATUS PAGE (DEFAULT) Figure 16 - EICAS - Visual Messages 31 - Indicating and Recording 5 July 2009 Pg 31-3CRIZOO MASTER WARNING PUSHBUTTON ANNUNCIATOR LIGHTS Refer to figure 17 The DCUs control the red MASTER WARNING (M/W) pushbutton annunciators installed on the glareshield. Each M/W pushbutton assembly has four incandescent lamps connected in parallel. Two of the lamps in each assembly (pilot/copilot) receive 28 VDC from the battery bus. The remaining two lamps in each assembly are Powered by the DC ESSENTIAL BUS. A ground is sent to both MMW lights every time the DCUs find a condition that causes a CAS warming message to be generated. The pushbutton annunciators then flash on and off at a 2 Hz rate. Pushing on either MMW pushbutton annunciator provides a ground discrete to the intemal RST circuit of the DCUs. The lights will turn off and the system is armed for the next message that may be generated MASTER CAUTION PUSHBUTTON ANNUNCIATOR LIGHTS These two pushbutton annunciators are also located on the pilot's/copilot’s glareshield panels. They are amber in color and their operation is identical to the M/W lights. They flash anytime a caution message is generated by the DCU’s CAS logics. Copyright © Bombardier Inc. For Training Purposes Only TECHNICAL TRAINING MANUAL LARESHIEL GLARESHIELD A. MASTER WARNING COPLOTS GLARESMIELO PLors 8B. MASTER CAUTION Figure 17 - Master Caution/Warning Schematic Diagram 31 - Indicating and Recording 15 July 2008 Pg 31-32CRIZOO TECHNICAL TRAINING MANUAL AURAL MESSAGES Refer to figure 18. Aural warnings and cautions are composed of dedicated tones or voice advisories. A triple chime precedes aural warnings and a single chime precedes aural cautions. The aural messages are monitored through the DCUs. The aural message function operates in the same manner as the visual messages with, in many cases, the same logic. The aural alert output of each DCU goes to the audio electronic control unit (AECU) of the audio integrating system The DCUs operate in a coordinated manner for the aural alerts. If DCU 1 and DCU 2 are serviceable, then DCU 1 is the operative unit and DCU 2 is the backup. In a three DCU system, DCU 3 is backup to DCU 1 for aural alerts, Seis DCU 3is tested by disabling DCU 1 or 2. The sounds of the aural warning system are sent in the sequence that follows: SOUND WARNING INDICATION | Warbler Fire bell | Clacker Stall condition Fire condition 1, Overspeed 2, Stabilizer trim Cavalry charge Autopilot disengage The operative DCU supplies aural alerts as a sum of its alerts, | Horn Tending gear not down and of the backup DCU alerts. Alerts are usually provided ina ao = as Chronological order. For alerts that occur at the same time a | Tiple chime Waring attention for any programmed priority determines which alert is sent frst warning message The aural messages are tested through the AURAL WARN TEST | C-chord Altitude alert switch on the miscellaneous test panel. The switch has three | Single chime Caution attention for any positions | caution message + 1 (momentary) - tests DCU 1 - + OFF + 2 (momentary) - tests DCU 2 Each active position does a test of the aural warnings through one of the two DCUs. When the switch is set to either position 1 or 2, each tone and then each voice warning and caution is heard in sequence 31 - Indicating and Recording Copyright © Bombardier Inc For Training Purposes Only 45 July 2008 Pg 31-33,CRIZO00 TECHNICAL TRAINING MANUAL The aural warming system voice messages are sent in the sequence that follows: + Jetpipe overheat + Gear bay overheat + Smoke + Bleed air duct + Anti-ice duct + Wing overheat + Config flaps + Config trim + Config spoilers + Config brakes + Config autopilot + Cabin pressure + Door + Nose door + ee + Gear disagree + Brakes + Engine oil + APU + Seleal Copyright © Bombardier Inc. For Training Purposes Only Dei When active, the traffic collision avoidance system (TCAS), ground proximity warning system (GPWS), and enhanced ground proximity warning system (EGPWS) au- ral alerts have priority over all other oral alerts with the ex- ception of the stall condition (WARBLER) alert AURAL WARNING DISABLE SWITCHES ‘An aural warning disable panel is located on the copilot side console. It contains three cover-guarded switchilights, one for each DCU. When selected, the switch/light illuminates and disables the aural warning circuit of the selected DCU. A white DCU X INOP message will be displayed on the status page of ED 2 and the other DCU will automatically replace the disabled DCU. 31 - Indicating and Recording 15 July 2009 Pg 31-34CRIZO00O TECHNICAL TRAINING MANUAL AUDIO, occur Laue DISABLE est 2a voc peut Ed ‘TEST SWITCH FOR THE NORM ‘AURAL WARNING SYSTEM | AUDIO, wend AOI AUDI aga} OCU? sysTEM DASE F 4 2gyoc. dae pad uoio] NORM ABiNc Jcews, 48 2] cus |_auoio DASE 2avoc Deus norm SY (Ge )auo1 ware ane. Figure 18 - EICAS - Aural Warning System 31 - Indicating and Recording Copyright © Bombardier Inc For Training Purposes Only 48 July 2009 Pg 31-35CRIZOO0 EICAS CONTROL PANEL Refer to figures 19, 20 and 21 The EICAS control panel is located on the center pedestal. It is a single-channel microprocessor control unit that has momentary contact switches for control of the EICAS displays. Four mechanical switches allow their functions to operate in the event of power loss or microprocessor failure. The available selections and functions are * PRI key - a mechanical type key that presents display of primary page information on the CRT + CAS key - is active when the primary page displays more CAS messages than can fit on the page. In this case, the CAS key is used to display additional messages + STAT key - a mechanical type key that presents display of status page information on the CRT. The STAT key is also active when the status page displays more advisory and/or status messages than can fit on one page. In this case, the STAT key Is Used to display additional messages + STEP key - sequentially selects the next EICAS display page. The order of selection is from PRI to MENU. For example. when the ECS page is currently displayed, the STEP key displays the HYDRAULIC page + MENU key - displays the menu page. The menu page will display N1 REFERENCE and FUEL USED RESET. When the EICAS displays the menu page, the UP and DN keys move the cursor up and down a line. The SEL key selects the cursor line + The UP and DN keys - also slew the value of underlined numbers and letters that the menu page displays. The SEL key is also used to enter a number change made by the UP/ DN arrows Copyright © Bombardier Inc. For Training Purposes Only TECHNICAL TRAINING MANUAL If the FMS is not installed, the following will be displayed on the menu page: + N14 REFERENCE + Set IRS HDG + Set IRS POS + Flight number + Fuel used reset The following seven keys, when selected, display the respective system synoptic page on ED 2: + ECS - environmental control system + HYD - hydraulic system + ELEC - depressing once displays AC synoptic page. depressing twice uisplays DC synoptic page + FUEL - fuel system + FICTL - flight control system + AIICE - anti-ice system + DOORS - door lock indication 31 - Indicating and Recording 18 July 2008 Pg 31-36,CRIZOO TECHNICAL TRAINING MANUAL eT) re ot esa) Ao a) FLIGHT NUMBER tend rea eames ead oad oad Ce Ce etary Damen) Figure 19 - EICAS Control Panel and EICAS Display - Menu Page 31 - Indicating and Recording Copyright © Bombardier Inc For Training Purposes OnlyCAJZ00 : TECHNICAL TRAINING MANUAL Figure 20 - EICAS Displays (1) - Synoptic pages 31 - Indicating and Recording Copyright © Bombardier Inc. For Training Purposes Only 16 July 2009 Pg 31-38CRIZ00 TECHNICAL TRAINING MANUAL Figure 21 - EICAS Displays (2) - Synoptic pages 31 - Indicating and Recording Copyright © Bombardier Inc. For Training Purposes Only 15 July Pg 31-39CRIZO0O0 LAMP DRIVER UNIT (LDU) Refer to figure 22 The LDU is located in the copilot side console. It has two independent channels of operation, channel A and channel B. Each channel contains two output driver cards and each card is able to sink sixty-five lamps. Both channels receive inputs from all DCUs and are always active in normal operation. The channel outputs are connected in parallel internally. They provide grounds to various annunciator lights on the flight compartment panels when enabled through the ARINC 429 bus from the controlling DCU. Channel A normally uses the input from DCU 1 and channel B from DCU 2. Each channel can drive up to 120 lights. Inputs from the test switch activate the channels independently. The DCUs monitor the associated system circuits and allow two drivers to send a command to the LDU when a condition is detected The LDU processes this information and controls the lamp drivers that ground the applicable annunciator lights. The BRT/DIM power supplies provide the power required to operate the annunciator lights. Data is automatically selected from the DCUs to the LDU according to an established priority. ‘The LDU does not have a reversion mode, although there is an inherent reversionary ability in using two identical channels in parallel to operate lights. If one channel fails, the other channel can operate lights alone LAMP TEST The lamp test is performed by operating the LAMP TEST switch on the miscellaneous test panel located on the center pedestal The lamp test switch is a three-position (1 momentary, OFF center position, 2 momentary) switch Copyright © Bombardier Inc. For Training Purposes Only TECHNICAL TRAINING MANUAL Each active position, 1 or 2 starts the annunciator lights test through one of the two LDU channels (A or 8) of operation. The LDU responds to the lamp test function normally when the lamp test is cleared, The LOU responds to five consecutive 1- minute tests, and then does not respond for 1 minute. 31 - Indicating and Recording 15 July 2009 Pg 31-40CRIZOO TECHNICAL TRAINING MANUAL 120 LAMP DRIVERS. { 1 at 82 LAMA ues iy onANNEL A enact ey chassis cnc «| |__- cassis eno POWER GNC 5 = POWER GNO 28 voc Pw ‘ieeaalee J 28 voc Pwr ® & Lou.2 R.0ou coeu : l cus ORs, peu 2 | LAMP DRIVER UNIT INTERFACE LAMP DRIVER UNITINTERFACE Figure 22 - Lamp Driver Unit & Test Switch 31 - Indicating and Recording Copyright © Bombardier Inc. For Training Purposes Only 16 July 2008 Pg 31-41CRIZO00 TECHNICAL TRAINING MANUAL BRIGHT/DIM (BRT/DIM) POWER SUPPLY UNITS Refer to figure 23. There are three bright/dim power supply units. Two are located below the pilot side console, and the third is in the underfloor equipment tray on the copilot side. ‘The BRT/DIM power supplies receive 28 VDC electrical power from the aircraft DC buses and produce a two-level voltage output for the BRT/DIM operation An IND LTS switch on the miscellaneous test switch panel controls the BRT/DIM output voltage level. The annunciator lights are distributed among the outputs of the BRT/DIM power supply units Figure 23 - Bright)Dim Power Supply Units 31 - Indicating and Recording Copyright © Bombardier Inc For Training Purposes Only 15 July 2009 Pg 31-42CRIZOO TECHNICAL TRAINING MANUAL EICAS SELECTOR SWITCH Refer to figure 24. The EICAS selector switch is mounted on the source selector panel located on the center pedestal. The switch has three positions designated as ED 1, NORM, and ED 2 In NORM position, ED 1 displays primary EICAS information and ED 2 displays secondary EICAS information In ED 1 position, ED 1 can display primary or secondary EICAS information with ED 2 blanked In ED 2 position, ED 2 can display primary or secondary EICAS information with ED 1 blanked. Primary information will be displayed first The ED 1 or ED 2 position is only selected when a malfunction exists in either CICAS display, NOTE In ED 1 or ED 2 position, all synoptic pages are available by using the EICAS control panel keys. Copyright © Bombardier Inc. For Training Purposes Only DISPLAY REVERSIONARY PANEL Refer to figure 24 There are two display reversionary panels, one on each pilot side instrument panel. The panel controls the displays on the respective pilot MFD screens. Each panel has one rotary switch with three positions, PILOT'S PANEL, + NORM - information + PFD1 - Pilot's MFD displays pilot fight data information + EICAS - Pilot's MFD displays EICAS status page information and, with use of the ECP, primary page and synoptic page information COPILOT'S PANEL Pilot's MFD displays navigational or radar + NORM - Copilot's MFD displays navigational or radar information + PFD1 - Copilot's MFD displays pilot fight data information + EICAS - Copilot's MFD displays EICAS status page information and, with use of the ECP, primary page and synoptic page information 31 - Indicating and Recording 15 July 2009 Pg 31-43CRIZOO Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL DISPLAY REVERSIONARY PANEL (COPILOT'S SIDE) Figure 24 - EICAS Display - Control Panels. 31 - Indicating and Recording For Training Purposes Only 15 July 2009 Pg 31-44CRIZOO TECHNICAL TRAINING MANUAL. EICAS INDICATIONS The following is a summary of the EICAS messages applicable to this chapter. EICAS MESSAGE LEVEL Losic EICAS COMP INOP [© | Any warning, aural or caution label from other DCUs invalid or Engine Miscompare’ function failed Any warning, aural or caution miscompare detected (20 seconds CAS MISCOMP time delay) | | ocu 1 INOP S| DCUT internal fault or other DCUs detect DCU 1 failed or | NONE | | crosstalk bus invalid DCU 2 INOP _ | DcU2 intemal faut or other DCUs detect DCU 2faled or NONE crosstalk bus invalid "DCU 3 INOP (1) S| DCUS internal faull or other OCUs detect DCU 3 failed or NONE [crosstalk bus invais [ FDR ACCEL FAIL S | FDR accelerometer out of mits, DC bus 1 on & park brake set NONE | | Until FOR event button pushed for 2 seconds | | DCU 1 AURAL INOP S DCU 1 internal faut or aural not enabled or other DCUs detected | NONE DCU 1 aural failed DCU 2 AURAL INOP S | DCU 2internal faut or aural not enabled or other DCUs detected NONE DCU 2 aural failed DCU 3 AURAL INOP 1s | DCU 3 internal fautt or aural not enabled or other DCUs detect NONE DCU 3 aural failed TABLE 1: EICAS MESSAGES 31 - Indicating and Recording Copyright © Bombardier Inc For Training Purposes Only 16 July 2009 Pg 31-45CRIZ00 TECHNICAL TRAINING MANUAL Page Intentionally Left Blank 31 - Indicating and Recording Copyright © Bombardier Inc. For Training Purposes Only 18 July 2009 Po 31-46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 of each message is provided = —— Aural Message esi Cabin | Pressure’ Cabin Pressure’ Message Inhibit Meaning High temperature is sensed in respective L (R) pack outlet duct. | High pressure is sensed in respective L (R) pack outlet duct Failure of both automatic pressurization controllers. Cabin altitude is > 8.500 feet but < 10,000 feet EMER DEPRESS switchlight selected ON. ‘Overboard avionics cooling SOV not closed with passenger and service doors closed and locked. ee ‘Any display cooling fan failed or low airflow detected in display cooling ducts. ‘Any avionics cooling fan failed or low airflow detected Era) Puaseeoer? in ARINC cooling duc Cargo bay over temperature detected Figure 7.22 Caution Messages Environmental Control System Copyright © Bombardier in. 15 June 2006Message Ov amr rn) BUT Oem read Ua oT Xorole ae hte a aero Teor TCT Ue Oar Copyright © Bombardier In Meaning Cabin temperature under manual control Pressurization system under manual control Ram air SOV selected open Respective automatic pressurization system controller failed L(R) pack selected OFF. Airplane max altitude 25,000 feet Cabin pressure acquisition module or data bus failure. Airplane max altitude 30,000 feet, Overboard avionics cooling SOV failed closed During fight, the following messages should be out PASSENGER DOOR warning PAX DR LATCH caution PAX DR STOW caution PAX DR OUT HNDL caution SERVICE DOOR caution Inboard avionics cooling SOV failed SOV not open when passenger door closed. Display cooling SOV failed ‘SOV not in correct position (closed on ground, open in air). Avionics cooling exhaust fan failed, or duct blocked. Cargo bay air-conditioning fan failed Cargo bay air-conditioning SOV failed. Figure 7.23 Status Messages Environmental Control System 15 June 2006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 Aral | Message inhibi Meaning ae 7 | ATAFCS WAPS) data buses ae inva TAutopict engaged on ground wih both | “Config_| engines operating > 70% N, Autopilot Figure 2.46 Warning Messages Meaning UE Tah Yan dampers 2) ae oo fae SISELYGUG 12 Our otinmconciion nor ax CR wing own. FCTINORUMMIN 2 outor in conanonin toh axis Nose down (op) EG) 72 | Aatopiot pitch in faiure — Figure 2.47 Caution Messages Message Meaning Ero Flight director 1 (2) has failed PEI Yaw damper 1 (2) is off or failed Indicates that pilot and copilot vertical-speed selection is not Feats cise? synchronized or ADC cross-talk has failed. TAPS DEGRADED indicates that an IAPS bus has failed. IAPS OVERTEMP ieee that an IAPS over temperature condition has been Figure 2.48 Status Messages Automatic Flight Control System Copyright © Bombardier nc 15 June 2006EICAS Messages e 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 Inhibit Meaning 4-23 |ELTis transmitting | = SS Figure 4.38 Caution Message Message Meaning SELCAL code received on HF (single HF installation). SELCAL code received on HF 1 (2), SELCAL code received on VHF 1 (2) (3). FDR EVENT pushbutton pressed, Figure 4.39 Advisory Messages Message Meaning Gs Flight data recorder failed. yee Flight data recorder accelerometer failed Figure 4.40 Status Messages Copyright © Bombardier inc. Communication ® 15 June 2005EICAS Messages The electrical 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 Message inhibit | Meaning | 'ADG has deployed after lo: 2 | power Figure 6.23 Warning Message Electrical 15 June 2005 Copyright © Bombardier IncMessage CSTR yaa) Meaning Respective autotransfer has failed rCCUTEIT)) AC bus 1 (2) not powered. CR a Try POT ata Ota APUGENOVLD | | Pyaar) CSET) Pera ty Pray le NEI Ce Ene) ‘APU battery voltage is < 18 VDC. ‘APU generator is off Respective TRU voltage < 18 VDC with respective AC essential bus inoperative. AC service bus inoperative ‘APU generator load > 35 KVA Battery bus inoperative DC bus 1 (2) inoperative and AC bus 1 or 2 powered DC emergency bus inoperative. DC essential bus inoperative. DC service bus inoperative with AC bus 1 or 2 online. ‘AC bus operative. Respective generator is off 4.23 IDG 4 (2) 23 CON 1-2-3 Figure 6.24 Electrical 15 June 2005 Main battery voltage < 18 VDC. beeen cnn acne Generator 1 (2) load > 36 kVA IDG 1 (2) low oil pressure or high oil temperature Caution Messages © Bombardier IncMessage Preis Xa) rR MC Road aaa Pra oe) Drm Rr Ke ITT ay DONT Copyright © Bombardier Inc Meaning IDG 1 (2) disconnected with engine running, ntial bus powered from alternate source: + either selected manually, or + the bus has automatically transferred to the alternate bus (AC BUS 2) AC utility bus 1 (2) shed. Associated battery charger is not available AC 1 (2) auto-transfer inhibited (DC essential tie contactor energized, DC tie 1 (2) contactor energized. Associated DC utility bus (cabin reading lights) is not available. ‘APU baitery charger not charging Main battery charger not charging Figure 6.25 Status Messages Electrical 15 June 2005| weaning S*dYS Aura] ilevesatconian existsinthe LR) | ere pew Overheat condition exists in the L (R) Jetpipe | engine jetpipelpylon area Overheat creas! Condition exists inthe APU [pi 5 ‘Smoke condition exists in the lavatory ‘Smoke condition exists in the cargo bay. | “Smoke Overheat condition exists in MLG bay(s). ale) Figure 8.22 Warning Messages Message Inhibit : Meaning oa L(R) engine fire/overheat detection loops A & B failed PO 7 APU fire/overheat detection loops A & B failed L(R) JET OVHT FAIL "| U (R)jetbipe fire/overheat detection loops A & B failed. | EXSSTRI IRM «2 | Respective fire extinguisher bottle is discharged | APU BTL LO 1-2-3. | APU fire extinguisher bottle is discharged. Cargo compartment fre bottle is discharged Earn ‘Smoke condition exists in the lavatory. Figure 8.23 Caution Messages Message Meaning L(R) engine firex bottle squib 1 (2) test successful ‘APU firex bottle squib 1 (2) test successful. Cargo bay firex bottle squib 1 (2) test successful Figure 8.24 Advisory Messages ‘Copyright © Bombardier Inc. Fire and Overheat Protection 15 June 2005EICAS Messages The flight 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 of each message is provided Inhibit Meaning Warning | Flaps not in takeoff position and both Ny> | “Config 70%. (on ground) Flaps | Flight spoilers not retracted and both Ny> | “Contig 70%. (on ground) Spoilers Stabilizer trim outside takeoff range and | “Contig both N; > 70%. (on ground) Trim Rudder trim outside takeoff range and | “Config both N; > 70%. (on ground) Trim Aileron trim outside takeoff range and ‘Config both N; > 70%. (on ground) Trim \utopilot engaged and both N, > 70% Config (on ground) Autopilot Parking brake set and both N; > 70% Config | (on ground) Brakes’ | Figure 9.36 Warning Messages Bombardier Inc Flight Controls 15 June 2005Message Bee ean] Pony Pee on REZ DK Gao eae eC GLD NOT ARMED emir Nama) aod En airy ACen MACH TRIM Flight Controls 15 June 2005 Meaning failed resulting with stick pusher system inoperative. L(R) spoileron inoperative | Left and right spoilerons inoperative. ‘Appears 20 seconds after ROLL DISC handle pulled and ROLL SEL switchlight has not been selected. | Flight spoilers deployed and N, greater than 79% or flight spoilers deployed and altitude < 300 ft AGL (One or both channels of the stall protection system Failure of left and ight spoilers. 2 2 | Failure of left or right spoiler. 2 U fault exis Flap or FE s. Ground lift dumping system not armed with aircraft configured for takeof or landing, Ground lift dumping system unsafe flight Inboard and outboard ground spoilers deployed in Inboard (outboard) ground spoilers inoperative. STAB channel 1 and 2 inoperative. MACH trim inoperative Figure 9.37 Caution Messages pyright © Bombardier IncMessage Meaning plane configured for takeoff Ground lift dumping deployed (on ground or AGL). Ground lft dumping, manual deployment selected Pilot (Copilot) roll authority selected Flight spoilers deployed (above 300 ft AGL Figure 9.38 Advisory Messages Message Meaning mur) Ground lift dumping selected to MAN DISARM Loss of flight Spoiler redundancy (One PCU on one side, or visti thoy one SECU module). Spoilers operate normally. Low hydraulic fluid level in affected flutter damper. Flight | RR UMEEE may continue, but maintenance on affected flutter damper must be carried out within 1 flight day.

Hydraulic fluid level in the affected flutter dan
approximately 20% of normal level. Flight may continue, but
maintenance on the affected flutter damper must be carried
out within one flight day. <003:

eu

AC rreno ing Single channel failure of stabilizer.
FLAPS HALFSPEED Flaps channel 1 or 2 failed. (Flaps operate at half speed)

Fault detected, one PCU on one side, or one SECU failed

CA gaaete imams (Spoilerons operate normally)

Loss of ground spoiler redundancy. (Affected ground spoile

CE ce orally)

 

SPE Ta ‘Yaw damper 1 (2) is inoperative

Displayed for all skew detection sensors faults with the

Tote ties ene exception of DC power supply faults.

Figure 9.39 Status Messages

Copyright © Bombardier Ine Flight Controls
15 June 2005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 messages is provided

     

Meaning

 

     
   

Wing tank fuel imbalance > 800 Ib (363 kg).

 

 

L(R)ENG Sov OPEN [iE

 

L(R) engine fuel feed SOV closed and no L (R)
fire detected

 

ingine

 

ence ret}

L(R) engine fuel feed SOV open and L (R) engine fire
detected,

 

Taare L(R) engine fuel feed SOV failed

   
   

ee) Low fuel press at L (R) engine fuel inlet.

 

Low fuel press at L (R) main ejector with L (R) engine
running,

LES eno

  
     
 
  
   
    
    
  
    

 

 

Low fuel press at L (R) scavenge ejector with L (
STN A oa celsy engine running or high fuel press at L (R) scavenge
ejector with L (R) engine not running

ae 1-23 | L(R) fuel boost pump failed

L(R) fuel transfer SOV failed

PGR] L(R) fuel crossflow SOV failed

 

 

Pome Uo

 

PU pump failed

Eas Left main wing tank fuel tempe < -40°C.

 

L(R) engine inlet fuel temp <5°C with L (R) engine
running

L(R)FUELLOTEMP [ba

 

APSE 2.5. 8¥P25s or impending bypass condition at L (R) engine
fuel fiter (clogged fiter)

oe 1-23 | APU SOV is not in commanded position

4-2-3 | APU SOV open and APU fire detected,

 

Gamer eae 1-2-3 | Both channels of F:

 

failed.

 

 

 

jure 11.25 Caution Messages

Fuel Copyright © Bombardier In
15 June 2005— 1

Message Meaning

   
   
    
  
     
  
    

 

Gravity crossfiow valve confirmed open
LAR) engine fuel firewall SOV confirmed closed
LR) fuel boost pump operating

‘APU fuel feed SOV confirmed closed

Figure 11.26 Advisory Messages

    

Meaning

    
  
 
 
  

Message

orc ‘Auto crossflow not activated and L (R) crossfiow on.

Fuel balance inhibited and auto crossfiow over-ride not active.
PUR GROMERUI-MEE Note: This message is posted when the refuel/defuel panel
power switch is ON

CECE] Manual (MAN) crossflow selected.
® FUELCH1(2) FAIL OR
Gravity crossfiow valve not in confirmed position (open or

eRe
closed)
dt

Figure 11.27 Status Messages

e Copyright © Bombardier Ine Fuel
15 June 2005EICAS Messages

The hydraulic 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

     
 
 
 
  
  
 
 
    
  

 

Message Inhibit Meaning

 

HYD 4 (2) (3) LOW PRE!

  

Respective system pressure is < 1800 psi

ORO n nmr a Respective system temperature is = 96°C

 

Respective EDP pressure is < 1800 psi

| Respective pump pressure is < 1800 psi with EDP
ORL TC operating and ACMP selected ON or AUTO with
flaps not at zero.

HYD EDP 1A (2A)

 

 

HYD PUMP 3A (3B) 1-2-3 | Respective pump pressure is < 1800 psi

 

 

HYD SOV 1 (2) not closed after actuation of the

respective ENG FIRE PUSH switchlight.

Figure 12.7 Caution Messages

V 4 (2) OPEN 42

Message Meaning

 

Hydraulic shutoff valve 1 (2) is confirmed closed

Figure 12.8 Advisory Message

Copyright © Bombardier Ine Hydraulics
15 June 2005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

Message Inhibit Meaning Warning

 

Left or right wing overheat detected

 

Bleed air leak detected from either left or Antiice |

right fuselage or wing anti-ice ducts Duct

 

Figure 13.14 Warning Messages

  

Message

 

Inhibit Meaning

ice detected and wing/cowl anti-ice not selected ON.

 

 

[errs Ice detectors 1 and 2 failed

Wing anti-ice sensor failure detected.

L(R) cow/ anti-ice pressure low or valve position does
not agree with switch position.

OM ers Low temp or pressure in L (R) wing anti-icing system.

AOA HEAT ‘Applicable heater not ON
Oe ‘Applicable heater not ON

PITOT BASE HEAT Base heaters not ON.

Dru ] Applicable heater not ON

 

Ca ‘Standby pitot heater not ON. ]

 

ery 2-3. | TAT heater not ON

on oer (Overheat condition or applicable heater not ON. |

 

 

Nn su (Overheat condition or applicable heater not ON,

Figure 13.15 Caution Messages

 

Ice and Rain Protection Copyright © Bombardier Inc.
15 June 2005Message Meaning

 
  
  
  
  
 
  
 
 
   

Wing anti-ice test successful
Ice detected and system operational
L(R) cowl anti-ice switch selected on.

Both cow! anti-ice valves are open when selected on

 

   
 

Wing anti-ice selected on and operating normally.

Both wing and cow! antc-ice selected on and operating normally,

 

Figure 13.16 Advisory Messages

 

 

Message Meaning

Ice detector 1 (2) failed. During icing conditions or when icing |
conditions are anticipated: Select WING ANTI-ICE switch to
NORM and COWL ANTLICE switch to ON

 

Figure 13.17 Status Message

‘Copyright © Bombardier Inc. Ice and Rain Protection
15 June 2005EICAS Messages

EICAS messages are shown on the primary and status pages. System
messages and inhibits are listed in the following tables, a brief explanation
for each message is provided.

 

Message Inhibit Meaning

 

1-2:3_| indicates EICAS comparator inoperative.

 

 

 

 

 

Figure 14.39 Caution Message

Message Meaning

 

Pererrro na Respective data concentrator unit failed.

 

 

 

 

Internal aural fault in respective DCU or respective OCU

has been disabled

 

EOP Uae

  

porlees Miscompare of warning, caution, status, advisory or aural
alerts between DCUs. _|

 

Figure 14.40 Status Messages

Indicating and Recording System (EICAS)
15 June 2005

Copyright © Bombardier Inc.EICAS Messages e

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
Message Inhibit Meaning nani
‘Any L or R INBD or OUTBD brake [=a
overheat condition exists
Parking brake set in air or when both ‘Config
engines N, > 70% Brakes’
Disagreement between landing gear ‘Gear
handle and actual gear positions. Disagree"
Overheat condition detected in one or Gear Bay
both main gear bays. Overheat
Nose gear door open for more than 10 —
1-2:3 | seconds after gear has locked or when Ree
IAS > 250 KIAS. a
Figure 15.26 Warning Messages &

Landing Gear Copyright © Bombardier inc @

15 June 2005Message

Era Dy

Or)

ener ee)
OUTBRD

Ee aay

Gua aro

Bana

MLG OVHT FAIL

Message

 

Message

 

Pronn i)
PROX SYS FAULT

Pel Rela ae

Gos

Bombardier Inc

Copyright|

 
  
  
   
  
  

Meaning |

| Parking brake not set and (anti-skid inboard inop or
parking brake SOV closed and either downlock set)

| Parking brake not set and anti-skid outboard inop,
Anti-skid braking is lost on two or more wheels, or
parking brake is set on when anti-skid test is run.

 

 

| inboard (outboard) brake pressure < 1030 psi |

| Parking brake SOV failed or closed when parking
brake not set or both anti-skid not inop.

Nosewheel streering system fault detected

 

A fault exists in the main landing gear overheat
detection system

 

 
  
  

| Weight-on-wheels input (output CH1 & CH2) fault

 

Loss of 1 channel of the PSEU or input/output
related to a critical system and not PROX SYSTEM

 

 

 

 

Meaning

 

Landing gear warning horn muted

 

The PSEU has detected a sensor failure/internal failure

  

Weight-on-wheels output fault detected (non critical system):
+ System failed to in-air mode, if airplane is on-ground
+ System failed to on-ground mode, if airplane is in-flight

 

 

 

Brake temperature monitoring unit fault detected,

Figure 15.29 Status Messages

Landing Gear
15 June 2005EICAS Messages e@

Emergency lights and passenger signs 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

 

Message Inhibit

   

Meaning

    
  

 

Emergency lighting system sele

Figure 16.22 Caution Message

| Message Meaning

    
  
   

 

 

Peery No smoking signs selected on,
Sor mr) Seat belt signs selected on

Eero Emergency lights selected on.

 

Figure 16.23 Status Messages

Aircraft Lighting Copyright © Bombardier Inc e
15 June 2005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.

Message Inhibit Meaning

‘A comparator miscompare has been detected

 

 

‘Comparator information for one or both PFDs is not

ah available.

 

INOP

 

 

Figure 10.48 Caution Messages

Message Meaning

   
   
 
  
  
  
  

Pilot and copilot Vspeed selection not synchronized or ADC.
ReaD aMM cross-talk failed, Each pilot must set Vspeeds using their on-side
ARP.

 

 

HGS FAIL failure. Review CAT Illa required equipment ist.
RIOR TRUCE IRS 1 (2) overtemperature detected.

oer al IRS 1 (2)in altitude mode

OST ATURE IRS 1 (2) DC power supply failed

 

 

ETO ROUGE IRS 1 (2) on battery backup power

Figure 10.49 Status Messages

Flight Instruments. Copyright © Bombardier Inc
15 June 2005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

Meaning

    
 

Exours Glidestope cancel mode selected
GPWS FAIL GPWS failure. (GPWS mode 1 thru 6 aurals are inoperative)

pera EGPWS terrain map manually deselected

Terrain awareness alerting and display and terrain clearance
floor functions are inoperative.

NOTE: Reversion of both MFDs will result in a loss of the
terrain/obstacle awareness display (TERRAIN FAIL status
message). If full functionality of the EGPWS is desired, revert
one display back to MFD format.

bas

   

 

EGPWS terrain map not available for display due to position
inaccuracy

BS ore

eerie Windshear detection system failed

 

  

Figure 17.50 Status Messages

Copyright © Bombarcier In Navigation
15 June 2005EICAS Messages

The oxygen 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 Meaning

4-2-3 | Crew oxygen bottle pressure < 1410 psi

 

 

1-2-3 | Passenger oxygen is deployed

Figure 18.17 Caution Messages

Copyright © Bombardier inc Oxygen and Emergency Equipment
15 June 2006EICAS Messages

The pneumatic 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 Meaning Warning
ae | "Bleed Air
Bleed air leak in respective duct i vet
Bleed air leak in respective duct Gee
Duct
Bleed air leak detected from either left or | “Antiice
right fuselage or wing ant-ice ducts Duct

 

 

Figure 19.10 Warning Messages

Meaning |

 

‘APU load control valve did not close.

10th-stage bleed valves still open in takeoff or landing
configuration with wing and/or cowl anti-ice selected
on

 

 

Figure 19.11 Caution Messages

 

Message Meaning

Biced leak detection test successful |

 

Figure 19.12 Advisory Message

Pneumatics Copyright © Bombardier inc.
15 June 2005 @Message Meaning
OTR) ‘APU load control valve is open
PCTS MCLEE 10th (14th)-stage bleed air isolation valve selected open
BITRE Respective 10th-stage loop A (B) undergoing test

 

  

 

ETC CC KSEE | () 10th-stage SOV selected open, <0039>
POETIC CUTS | (R) 14th-stage SOV selected closed. <0039>
LR) 10th-stage bleed air SOV closed. |
MURA (Stacter-assisted relight not possible on affected engine)
ETC RRM | (8) 14th-stage bleed air SOV closed

Figure 19.13 Status Messages

@ Copyright © Bombardier Inc Pneumatics
15 June 2005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
following tables. A brief explanation of each message is provided

   
    
     
       
  
 
 
  
   

    

Aural

M Inhibit Me
jessage Inhibit leaning Warning
Fire or overheat detected in APU Fire bell

enclosure and horn,

23 | APU RPM > 107% ‘APU
| APU EGT > 743°C and APU RPM > 87% |

 

 

or APU EGT > 974°C at any time. ee
Figure 3.19 Warning Messages
Message Inhibit Meaning
oes 1-23. | APU load control valve (LCV) did not close.
1.2.3. | APU low oil pressure. APU shuts down 60 seconds after e@
landing

‘APU oil temp high. APU shuts down 60 seconds after

PU mt
landing

POM Ue APU SOV not in commanded position

 

Er) 3. | APU fuel feed SOV not close after APU fire shutdown.
ET "APU supplying bleed air above 15,000 feet

 

 

 

APU FAULT ‘APU fault detected

|

SSRCUEMEME 1-23 | XFLOWAPU pump failed |

Figure 3.20 Caution Messages

 

 

Message Meaning

APU fuel shutoff valve confirmed closed during APU fire condition

 

Figure 3.21 Advisory Message

Auxiliary Power Unit Copyright © Bombardier Inc @

15 June 2005Meaning

 
   
 

 

rOITTTs
FONTRUT NIM APU load contro! valve open

  

 

jor to start (approximately 6 to 8 seconds)

 

Oo ‘APU fuel SOV confirmed open (no APU fire)

OT APU start in progress

oa ‘APU ECU is inoperative and APU will not start.

Figure 3.22 Status Messages

@ Copyright © Bombardier Inc. Auxiliary Power Unit

15 June 2005EICAS Messages @

The Doors System messages are shown on the EICAS primary page.
System messages, inhibits and aural warnings are listed in the following
tables. A brief explanation of each message is provided

 

 

Aural
Message Inhibit Meaning cane
23 | Passenger door is open or unsafe. Door

 

 

Figure 5.14 Warning Message

Message Inhibit Meaning

   

Bot) 3 | Service door unlocked or outer handle not stowed.

 
 
  
  
 
  

 

Oo 4-23. | Cargo bay door unsafe.
Os | C(R) overwing emergency exits unsafe
INTE ‘Avionies bay door not closed or cam not locked

va amie | Passenger door not latched a fa

Sverre Passenger door outer handle not stowed

Inner stow handle proximity switch indicates not

Tyas Ey

 

Crew overhead escape hatch not secure
(optional message)

EMER HATCH

 

Figure 5.15 Caution Messages

Doors Copyright © Bombardier inc.
15 June 2005, @EICAS Messages

The powerplant 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

eo |
Message Inhibit Meaning ee

Warning

 

 

2-3. | L(R) engine oil pressure < 25 psi Engine

 

 

 

Triple
Chime

 

Respective engine N,or Nz overspeed.

 

Figure 20.32 Warning Messages

 

Message Inhibit Meaning

 

Tat moea) L(R) thrust reverser is unlocked

 

 

 

 

LR) thrust reverser is unsafe to arm in-flight. Thrust,
reverser lever deploy switches have failed in a |
mmanded deploy state but thrust reversers are not
locked and are not armed,

maa

 

her the APR has failed or is not ARMED during
takeoff or the engine speed switches are OFF.

 

OTT

 

‘APR has been inadvertently activated on both
engines.

L(R) engine comparator is in disagreement at the
affected DCU (Nyor Np by 5% or ITT by 40°C)
1-2-3 _| Starter cutout malfunction detected

Te ag 1.23

 

 

 

   

 

  

 

 

Figure 20.33 Caution Messages

Powerplant
15 June 2005Meaning @

L(R) thrust reverser is armed

APR system is armed

APR test successful at DCU 1 (2) (3), <0019>

Ignition system A (B) is ON

Ignition systems A & B are ON during continuous ignition
conditions (one ignitor is inoperative). 

 

  
   

 

 

Figure 20.34 Advisory Messages

  

Message Meaning

  
  
 
   
    

‘APR system failure. Failure at applicable ECU (APR output not

ULLMAN «30:00 0) tne apoicabic ECU, eave Clcas Sooo.

RCSD £°8 system failure, Failure at applicable ECU (APR output not

triggered by the applicable ECU). <0039>
STNG | (R) engine start in progress

one en Continuous ignition (A & B ignitors) selected for both engines. | e

APR system failure. Failure at applicable DCU (APR relay not

Neda energized by DCU when under test). <0019>

IGNITION A (B) Ignition system A (B) is ON.

DCU configuration problem. Do not start APU or the engines.

Rea

 

Figure 20.35 Status Messages

Powerplant Copyright © Bombardier

 

15 June 2005 : @