ATA 22 Autoflight R03a

CRJ700/900/1000
Table of Contents Technical Training ATA 22
AUTOFLIGHT ......................................................................... 1
INTEGRATED AVIONICS PROCESSOR SYSTEM (IAPS) 2
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) ......... 2
INTEGRATED AVIONICS PROCESSOR SYSTEM (IAPS) ... 4
GENERAL DESCRIPTION ................................................ 4
COMPONENTS ................................................................. 6
IAPS INTERFACE ............................................................ 22
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) ............ 24
GENERAL DESCRIPTION .............................................. 24
FLIGHT DIRECTOR ......................................................... 26
AUTOPILOT ..................................................................... 46
AUTOPILOT PITCH TRIM ............................................... 64
YAW DAMPER SYSTEM ................................................. 72
AFCS SYSTEM INTERFACE .......................................... 90
FCC DIAGNOSTICS ............................................................. 92
GENERAL DESCRIPTION .............................................. 92
22 May 2013
Copyright © FlightPath International Ltd. For Training Purposes Only Pg. i
CRJ700/900/1000
Table of Contents Technical Training ATA 22
22 May 2013
Copyright © FlightPath International Ltd. For Training Purposes Only Pg. ii
CRJ 700/900/1000
Technical Training ATA 22
AUTOFLIGHT
Copyright © FlightPath International Ltd. For Training Purposes Only 22 May 2013
Pg. 1
CRJ 700/900/1000
INTRODUCTION SPEED AND ATTITUDE CORRECTION

This system is discussed briefly since the autoflight system
provides inputs when it is engaged. When the autopilot is not
The Autoflight section includes the following systems:
engaged, the Mach trim system provides speed and attitude
• Integrated avionics processor system (IAPS) correction compensation for tuck under in high Mach speeds.
• Automatic flight control system (AFCS) SYSTEM MONITORING
• FCC diagnostics (system monitoring) The flight control computers perform the monitoring and
Components of the flight management system (FMS) and the diagnostic functions for the AFCS independently of the
maintenance diagnostic system (MDS) are also installed in the maintenance diagnostic computer. These diagnostics, known as
IAPS. Only a brief description is given in this chapter as they are FCC diagnostics, provide specific information for the AFCS
discussed in detail in separate chapters of the manual. system only.
INTEGRATED AVIONICS PROCESSOR SYSTEM

(IAPS)
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)
The automatic flight control system (AFCS) computers are
installed in the IAPS card cage. They are the core of an integrated
system that provides the following functions:
• Flight director
• Autopilot
• Autopilot pitch trim
• Yaw damping
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Page Intentionally Left Blank
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INTEGRATED AVIONICS PROCESSOR FLIGHT CONTROL COMPUTERS (FCCs)

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.
GENERAL DESCRIPTION FLIGHT MANAGEMENT COMPUTERS (FMCs)
Refer to figure 1. The FMC is the primary component of the flight management
The integrated avionics processor system (IAPS) provides digital system (FMS). There are provisions for one or two FMC
interface for the avionics systems and performs the required installations in the card cage. The FMCs are identical and
avionics integration. The ICC-4006 card cage houses the IAPS interchangeable. The FMCs interface with the DBU to enable
modules. A motherboard provides an interconnection between all uploading of the navigation and performance databases.
resident modules. The card cage is an environmentally-protected MAINTENANCE DIAGNOSTIC COMPUTER (MDC)
unit.
The MDC is housed in the IAPS card cage. It provides
The IAPS concentrates data by reading several avionics buses computation and storage of maintenance parameters for the
and distributes the data to the aircraft LRUs and the LRMs avionics LRUs. It also provides storage for engine trend and
housed in the IAPS. The IAPS is partitioned into four similar but exceedances data. Data required by the MDC is supplied by all
independent quadrants. Two quadrants identified as 1A and 1B, four IOCs. The MDC outputs data to the left side IOCs and to both
process data from the no. 1 avionics systems. The other two multifunction displays (MFDs). The MDC also interfaces with the
quadrants, identified as 2A and 2B, process data from the no. 2 database unit (DBU) loader to download maintenance data to a
avionics systems. Each quadrant has its own independent power floppy disk or USB port depending on aircraft type or upload
supply powered from separate sources. The IAPS is partitioned to maintenance diagnostic equations from a floppy disk or memory
provide signal redundancy and independent power distribution. drive.
The IAPS assembly consists of the following LRMs:
• One card cage
• 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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CRJ 700/900/1000
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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CRJ 700/900/1000
COMPONENTS AIL FCS Power to aileron servo

IAPS CARD CAGE (ICC-4006) ELE Power to elevator servo
The card cage, located in the avionics compartment, houses all RUD Power to rudder actuator (YD)
the IAPS modules. An internal motherboard provides
interconnection between the modules. All external connections PWR-A Power to 1A quadrant (FCS)
are made through connectors located on the lightning and HIRF APM BAT BUS Not used
protector modules accessible from outside the card cage.
IOC A Not used
LIGHTNING/HIRF PROTECTOR (LHP-4000/1)
IOC B Not used
Refer to figures 2 and 3.
PWR-B Power to 1B quadrant (FMS)
The LHP modules contain the input/output connectors. All
signals, analog, discretes, data bus, power inputs and outputs, PTCHTRM Power to pitch trim relay in FCC
transmitted in and out of the IAPS pass through the LHPs. The
Not used
LHPs provide protection interface between resident modules and
external units. The LHPs protect the modules from the effects of TABLE 1: FUNCTIONS OF LHP LEDS
lightning and high-intensity radio frequencies. One LHP provides
left-side protection; the other provides right-side protection. The
data bus inputs and 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.
IEC Power to IEC cooling fan
TABLE 1: FUNCTIONS OF LHP LEDS

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CR7/22-12-00-c015
Figure 2 - LHP-400/4001 Lightning Protector
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CRJ 700/900/1000
IAPS I/O PROTECTION IAPS MODULES
28V EMI
DC FILTER
PWR
SUPPLIES
28V EMI
DC FILTER
VARISTOR
FILTER ENVIRONMENTAL
28V
DC CONTROL
V
BUS LINES
IOCs
ARINC 429
FCCs
INPUT /
FMCs
OUTPUT
MDC
DISCRETES
FCCs
AFCS
DISCRETES
DISCRETES
ISOL / AUX
POWER
AFCS PWR
2 SUPPLIES
FCP /
+5 VOLT 1A & 2A
CR7/22-12-00-0007
V
Figure 3 - IAPS I/O Protection
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CRJ 700/900/1000
INPUT/OUTPUT CONCENTRATORS (IOC-4100/4110)

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 reconfigurable input/output table, IOT-4110,
programmable via the USB database unit, DBU-5000.
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. Both
IOCs on the same side process the same data for redundancy.
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 4 - Input/Output Concentrator (IOC)
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CRJ 700/900/1000
A 16-bit microprocessor controls the IOC operation. It channels • LA-GP-BUS-5 - external high speed bus providing data to the
appropriate data from the total complement of input buses to a DCUs and the EGPWS
particular output bus.
• LA-IOC-1 - external high speed bus providing data to EFIS
The microprocessor sequentially applies a ground strobe to a row
• LA-IOC-6 - external low speed bus providing data to various
of program links in the CSU, detecting any program (open) links
mechanical systems
as it reads the corresponding configuration word.
• LA-IOC-9 - IOC-4110 external high speed bus providing data
ARINC 429 low speed and high speed data buses are applied to
to the CRJ1000 command by wire rudder control units
the microprocessor through ARINC receivers and multiplexer.
A status message of IAPS DEGRADED is displayed if a failure of
The decode programmable logic device (PLD) monitors the PWR
GP-BUS-5 is detected or label 350 fault is reported.
VALID and PWR WARN outputs from the PWR module. If the
power supply output falls low, the PLD puts a low on the reset line The only differences for the LB-IOC are:
causing the microprocessor to execute its initialization routine. • LB-GP-BUS-1 is not used
The PWR WARN discrete is sent to the memory from the PLD to
allow time to store the information. • LB-GP-BUS-2 is a low speed bus providing data to the RTU
The L-ENV MON discrete provides IAPS environmental controller • LB-GP-BUS-3 is a low speed bus providing data to various
integrity logic. This line will be HI when a transducer fault or fan navigation systems
speed fault is detected.
The TEMP MON discrete provides cross-quadrant power supply
overheat logic.
Both IOCs read configuration data from the onside configuration
strapping unit. When an IOC reads the CSU, the IOC arbiter line
is grounded to inhibit the other IOC from strobing the CSU at the
same time.
Internal and external data buses are used to provide data to the
user systems:
• LA-IOC-3 - internal high speed bus providing data to the FCC
• LA-IOC-4 - internal high speed bus providing data to FMCs
• LA-IOC-5 - internal high speed bus providing data to the MDC
• LA-GP-BUS-1 - external low speed bus providing data to the
onside ADC and both RTUs
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CRJ 700/900/1000
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Pg. 13
CRJ 700/900/1000
POWER SUPPLIES (PWR-4000)

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 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
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.
The 28 VDC power input is applied to a series regulator, to
develop the required internal voltages for the power supply, and
to one end of a power transformer. A pulse width modulator
provides variable duty cycle drive to the opposite end of the
primary winding of the power transformer. The pulse width
modulator monitors the input current and the +5 VDC output.
Fluctuations of the level of the +5 VDC line will cause a correction
of the pulse width in the modulator to increase or decrease the
CR7/22-12-00-c017
output of the duty cycle.
Figure 6 - IAPS Power Supply (PWR)
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CRJ 700/900/1000
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CRJ 700/900/1000
The DC outputs of the power transformer are rectified and filtered Operation resumes only when the internal temperature is below
to provide +5, +28, +12, -12, +12 auxiliary (not used) and +5 VDC 90°C. and the input power has been recycled.
isolated for the flight control panel (FCP). Four light-emitting
The PWR SHUTDOWN WARN indicates that the power supply
diodes (LED) illuminate when their respective output voltages are
can maintain regulated output for another 300s. This forces the
present and one illuminates to indicate that the 28 VDC input
IOC, MDC and FMC to store information in nonvolatile RAM.
series regulator is functional.
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 of initialization and shutdown.
The PWR VALID signal is used during initial power up and in case
of a voltage drop during operation. On power up, regulated
voltage output occurs within 75ms. The PWR VALID signal
remains low for an additional 100ms after the power monitor
detects the regulated voltage. The PWR VALID discrete resets
the microprocessors in the IOCs, FCCs, MDC and FMCs. In case
of a voltage drop during operation, the PWR VALID signal is
controlled by a monitor, which compares the +5 VDC output to a
reference level. When the output drops below the reference, the
PWR VALID discrete is asserted low.
The power supply protects itself from operation at excessively
high/low voltages or temperature through internal monitoring and
shutdown circuitry. A discrete low from the environmental
controller is sent to the power/cold monitor to inhibit the operation
of the power supply when the temperature exceeds -40°C.
In case of a shutdown because of a short circuit in the +5, +12,
-12 and +28 VDC, the power supply requires a power interrupt to
be reset. For the other voltage outputs, only the shorted outputs
will be lost.
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
4-minutes. Upon detection of the overtemperature, it sends a
discrete to the IOC in the other quadrant, which produces an
‘IAPS OVERTEMP’ status message on the EICAS display.
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CRJ 700/900/1000
XFORMER
INTERNAL RECT / REG
PWR SUPPLY +5V OUT
SUPPLY LEVELS
RECT / REG
LHP +28V
PWR
28VDC SUPPLY
+5V FB
TO QUAD
MODULES
RECT / REG
+12V
PULSE-WIDTH DRIVE
MODULATION
RECT / REG
-12V
I SENSE
RECT / REG FCP

100 MS +5V ISOL
DELAY
OVER TEMP MON

110°C (TO OTHER IOC)
OVER TEMP
SENSOR
V
(IEC) 100 MS PWR
-40°C PWR/COLD PWR-UP VALID
PWR MONITOR DELAY
CR7/22-12-00-0001
OFF
PWR
SHUTDOWN
WARN
Figure 7 - IAPS Power Supply
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CRJ 700/900/1000
CONFIGURATION STRAPPING UNITS (CSU-4100)

Refer to figure 8.
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/Satellite based
augmentation system localizer performance with vertical
guidance option (SBAS LPV) (CRJ1000).
The OCM for aircraft equipped with EGPWS or EGPWS/SBAS
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 IOC 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. The settings
of the two CSUs are compared by the MDC to insure that they are
identical.
Pg. 18
CRJ 700/900/1000
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 8 - Configuration Strapping Unit and Configuration Record
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CRJ 700/900/1000
IAPS ENVIRONMENTAL CONTROLLER (IEC-4000)

The IEC modules monitor the card cage temperature and operate
the cooling fans to maintain a suitable temperature environment. HTR CMD
FAN SPEED MON
QB TRANSDUCER
There are two IEC modules in the card cage, one for each side. HTR ARM QA TRANSDUCER
J8 HTR OVER TEMP
The normal operating temperature range is from –40°C to 70°C.
The fans are controlled by the input of two temperature
transducers (QA and QB) to 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
and the ENV MON line is set to high.
There are three 28 VDC inputs to the IEC. The inputs from QA
and QB power supplies are used to power the temperature
transducers and to produce a reference voltage for the sensors.
The 28 VDC ENV PWR input is used to produce internal voltages
and to power the fan motor. The microampere output current of
the transducer is directly proportional to its temperature.
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
CR7/22-12-00-c019
heaters are not installed on these aircraft and the HTR OVER
TEMP LED is not used.
Figure 9 - IAPS Environmental Controller
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12 VDC QA PWR +28 VDC
QA TEMP 10V REF -40°C PWR V PWR

TRANSDUCER SUPPLY SHUTDOWN QA PWR OFF 1A
MONITOR (OFF=GND)
ICC
SHORT/OPEN
No. 1 POWER SENSOR
+28 VDC LHP SUPPLY MONITOR
ENV PWR
QA 28 V
HIGH TEMP QA
INTERNAL THERMOSTAT
SUPPLY XDCR
LEVELS
FAN HI SPD
+28 VDC
+28 VDC FAN
SW PWR FAN SPEED
POWER/ MODE
SPEED
SWITCH
FAN V IOC
VELOCITY 1A
FEEDBACK FAN
SPEED
MONITOR L-ENV MON
(FAULT=V) IOC
QB 28 V 1B
HIGH-TEMP QB
THERMOSTAT XDCR
SHORT/OPEN
SENSOR
MONITOR
ICC V
QB PWR OFF
CR7/22-12-00-0002
-40°C PWR (OFF=GND)
QB TEMP 10V REF SHUTDOWN
MONITOR PWR
TRANSDUCER SUPPLY
12 VDC QB PWR +28 VDC 1B
Figure 10 - IAPS Environmental Controller
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EICAS MESSAGES The flight management computers (FMS) interface with their
onside control display units (CDU) through high-speed buses.
The following table summarizes the EICAS messages relating to
They communicate with each other through a crosstalk bus. They
the IAPS subsystem:
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
MESSAGE TYPE LOGIC FMS navigation database from the DBU.
IAPS Status Any IAPS GP-5 bus failed and aircraft

Each IAPS quadrant contains its own individual power supply fed
DEGRADED on ground, or IOC invalid, or PSEU from separate circuit breakers. Two separate circuit breakers
invalid power the cooling fans.
IAPS Status Own or cross-side power supply

OVERTEMP overtemperature detected by any
IAPS quadrant
IAPS INTERFACE
Refer to figure 11.
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 FCC1 while the
right IOCs communicate with FCC 2.
The MDC sends data to the left side IOCs, the database 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.
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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 11 - IAPS Interface
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CRJ 700/900/1000
AUTOMATIC FLIGHT CONTROL SYSTEM AUTOPILOT TRIM

(AFCS) The autopilot pitch trim function is provided by the FCCs, when
the autopilot is engaged, to relieve excessive force on the
elevators. The FCCs send a command signal to the spoiler
GENERAL DESCRIPTION stabilizer control units (SSCU) to trim the horizontal stabilizer until
the pressure is relieved on the elevators. This function is fail-
The AFCS provides for the following functions: passive in the two FCCs.
• Manual steering YAW DAMPING
• Automatic steering There are two aircraft rudder designs that require yaw
• Automatic trimming stabilization:
• Yaw stabilization • Electromechanical yaw dampers (CRJ700/900)
The AFCS comprises the following systems: • Command-by-wire rudder control system (CRJ1000)
• Flight director The CRJ700/900 FCCs provide yaw dampening signals to two
independent yaw damper servos installed on the aircraft.
• Autopilot
The CRJ1000 FCCs provide yaw dampening signals to three
• Autotrim
command-by-wire Rudder control units (RCUs). The RCUs
• Yaw damping combine the yaw damper with rudder pedal command signals to
control three rudder power control units (PCUs).
FLIGHT DIRECTOR
The yaw damping operates independently from the autopilot to
The flight director provides computed steering commands to
provide yaw axis stabilization by compensating for dutch roll. The
enable the pilot to manually steer the aircraft to the desired flight
dampening signal also controls rudder deflection for turn entry
path defined by the selected modes of operation. The flight
and exit coordination. Yaw damping is always operating during
director is integrated with the autopilot in such way that the
automatic or manual flying. Autopilot operation is not possible
steering commands from the flight director are also used by the
with both yaw damper signals inoperative.
autopilot to steer the aircraft automatically.
AUTOPILOT
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
intercept and maintain the desired flight path.
Pg. 24
CRJ 700/900/1000
Pg. 25
CRJ 700/900/1000
FLIGHT DIRECTOR FLIGHT CONTROL COMPUTERS (FCC-4010)

Two flight control computers are the primary components of the
GENERAL DESCRIPTION
AFCS and are installed in the IAPS card cage. The FCCs contain
The flight director receives navigation information from the hardware and software for the following AFCS functions:
navigation systems, and mode selection information from the
• Flight director
flight control panel (FCP). It computes the current and desired
flight path of the aircraft and displays steering commands on the • Autopilot
primary flight displays (PFDs).
• Autotrim
Two flight director channels provide pitch and roll flight guidance
• Yaw damping
(steering) commands for display on the PFDs. The flight director
steering commands are used to steer the aircraft manually or to TO/GA SWITCHES
monitor the autopilot operation. The flight director modes are Refer to figure 12.
selected on the FCP. Mode selection, status and monitoring
information are also displayed on the PFDs. Two switches, located on the thrust levers provide steering
commands for the following when actuated:
COMPONENTS
• Fixed pitch-up command for go-around and computed com-
Refer to figure 12. mands for takeoff
The flight director comprises the following components: • Maintain wings level (ground) or heading hold (air)
• Flight control panel (FCP) SYNC SWITCH
• Flight control computers (FCCs) Two flight director sync switches, located on the control wheels,
• TO/GA switches synchronize the vertical and lateral references of the flight
director. The switches are not active when the autopilot is
• Sync switch engaged.
FLIGHT CONTROL PANEL (FCP-4002)
The FCP, located on the glareshield, is used to control the
operation of the flight director. It provides the following functions:
• Engage or disengage the flight director
• Select or deselect the flight director modes
• Enter information required for some modes
• Select flight director as the source of display
Pg. 26
CRJ 700/900/1000
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 12 - Flight Director Components
Pg. 27
CRJ 700/900/1000
FLIGHT CONTROL PANEL (FCP) Heading select knob. This rotary switch provides left and right
heading (heading bugs) control/information. This is a digital
Refer to figure 13.
control switch with continuous rotation. Pushing the SYNC switch
The flight control panel is a dual-channel control panel that is in the middle of the HDG knob causes the heading bug to position
used to control the operation of the flight director and/or the itself under the lubber line.
autopilot. The FCP is installed in the glareshield panel and it is
Vertical speed/pitch wheel. This wheel is used to change the
available to both pilots. The dual channels, designated as A and
vertical reference value while VS mode is selected. In PITCH
B, are controlled by common rotary and pushbutton switches.
mode, it is used to adjust the pitch attitude. This wheel is not
Channel A sends selection data to FCC 1 and Channel B to
functional when the glideslope is captured.
FCC 2. There are two mode indicator lights for each mode switch.
The lights are small green LEDs located to the left and right of Speed select knob. This knob is used to change the IAS/Mach
each mode switch. When a mode is selected, the FCP sends a speed reference values. The value is displayed on the PFD. A
signal to both FCCs. If the FCCs find correct conditions for the center pushbutton is used to toggle between IAS and MACH.
selected mode, they send signals to illuminate both lights. FCC 1 Altitude knob. This rotary switch is used to change the
illuminates the left light and FCC 2 the right. If conditions are not preselected altitude reference value. This is a digital control
right in one of the FCCs, its corresponding light will not illuminate. switch with continuous rotation. The pilot selects a desired
There are two data buses for each FCC: one for transmitting and altitude (preselect altitude) and the FCC generates commands to
one for receiving. The FCP contains the engage logic for the fly and maintain that altitude. A centre pushbutton provides the
autopilot 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.
Pg. 28
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 13 - Flight Control Panel
Pg. 29
CRJ 700/900/1000
OPERATION
Refer to figure 14.
FLIGHT GUIDANCE
This section of the FCC computes and processes information
required to generate steering commands for the flight director and
autopilot. Each FCC contains its own independent flight guidance
section that receives signals from the various sensor systems and
the mode selections from the flight control panel (FCP). FCC 1
contains the left flight guidance channel (pilot) and FCC 2
contains the right flight guidance (copilot). Either flight guidance
can be selected to drive the flight director and/or the autopilot.
The flight guidance also generate commands for the yaw
damping and autopilot pitch trim systems.
FLIGHT DIRECTOR
The flight director is the steering commands and associated
mode annunciations displayed on the primary flight display (PFD).
The flight director is “ON” when steering commands are displayed
on the PFD and “OFF” when steering commands are not
displayed on the PFD.
Pg. 30
CRJ 700/900/1000
Pg. 31
CRJ 700/900/1000
SELECTION MODE SELECTION

Upon power-up, both flight directors are OFF. When the flight When a mode is “armed”, it is selected but it is not active pending
director is initially enabled, the left flight director provides steering occurrence of other events. For example, the approach mode is
commands to both PFDs. Both FD are turned ON with the armed when selected, but does not transition to the capture state
following situations: until the navigation signal source is valid and the capture
conditions are met. Any mode that does not have an arm state
• Selection of lateral or vertical mode, pushing any mode switch
becomes active concurrently with selection. When a mode is
on FCP affects both channels
captured, it generates commands to intercept the flight path
• Engaging autopilot defined by the selected mode of operation. When the track mode
• Activation of the takeoff, go-around or overspeed modes and is initiated, it generates commands to maintain the flight path.
windshear escape guidance SYNCHRONIZATION
STEERING GUIDANCE Mode selections are synchronized in both flight guidance
The selected guidance provides the pitch and roll commands to computations with the selected channel controlling
the autopilot and to both PFDs. In approach, takeoff and go- synchronization. The avionics system uses a single reference
around modes, both flight guidance channels are used concept for controlling references, with the exception of course
independently to provide steering commands to the PFDs. In knobs. When a reference value is changed by mode selection,
each case, the PFDs display steering commands generated by SYNC switch operation, reference control knob rotation, or by
the corresponding onside flight director. The selected guidance is other sources such as an FMS, the same reference value
used for the autopilot, except for TO and GA modes. appears on both PFDs. It will also be used in both flight guidance
computations. Pilot and copilot modes are synchronized except
TRANSFER for approach and glideslope which operate independently.
Flight guidance transfer mode is selected (and cleared) by During the manual flying, the flight director can be resynchronized
pushing the XFR switch on the FCP. This action controls the to the current aircraft conditions by using the FD SYNC
routing of flight guidance commands to the autopilot and flight momentary switch on the control wheel, located on the outboard
directors. Normally, autopilot uses the flight guidance from pilot's side of each control wheel. This synchronization process is
side and when transferred, from copilot's side. The flight directors possible only for the modes that have synchronizable references
use the same logic except in approach, takeoff and go around (roll, pitch, altitude hold, vertical speed, IAS, climb and descent).
modes when they become independent. 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 sec,
or until the synchronization switch is released, whichever is
longer.
Pg. 32
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 14 - Flight Director Operation
Pg. 33
CRJ 700/900/1000
DESELECTION LATERAL FLIGHT DIRECTOR MODES

If both FD are ON and the autopilot is not engaged, pressing the Refer to figure 15.
onside FD switch turns OFF both flight directors. Pressing the off- Roll Mode (ROLL). The basic lateral mode of the system is roll
side FD toggles the off-side command bars ON or OFF. When the mode. Roll mode is active when no other lateral modes are
autopilot is engaged, pressing the onside FD switch has no effect active, even though the guidance may not be coupled to the
on the flight director or the autopilot. Pressing the off-side FD autopilot or displayed by the flight director. Roll mode is
switch turns OFF the offside command bars, but the mode composed of a heading-hold and a roll-hold state. Heading-hold
annunciation remains. If the overspeed mode is active and/or performs computations to maintain the heading of the airplane.
windshear conditions exist, pressing the FD switch will not Roll hold performs computations to maintain the roll angle of the
deselect the flight director(s). Whenever the steering information airplane. The reference value for either state, maintained by the
is invalid, the red FD (boxed) is displayed on the PFD (first FCC, may be synchronized by the pilot with the SYNC switch or
flashes and then remains steady), the command bars are synchronized by the flight guidance.
removed from the flight director and annunciation is red-lined on
the PFD(s). Engaging or disengaging the autopilot does not Heading Select Mode (HDG). In this mode, the flight guidance
deselect the flight director(s). generates guidance to intercept and track the selected heading
reference (Heading Bug) displayed on the PFD or MFD. The
FLIGHT DIRECTOR MODES
reference may be adjusted by the pilot through the HDG knob on
The total operation of the autopilot and flight director is divided the FCP, or synchronized with the existing heading by pressing
into specific functions called modes. Each mode controls one the inset of the HDG knob on the FCP.
aspect of the flight path. The modes are divided into groups of
LATERAL and VERTICAL modes. These modes can also
assume three states, “armed”, “captured” and “track”. The
“armed” and “captured” states are annunciated on the PFD.
When a mode is “armed”, it is selected but is not active until all
the conditions for the capture state are met. For example, the
approach mode is armed when selected but it does not transition
to the capture state until the navigation signal source is valid and
other capture conditions are met. Some modes transit to the
capture state immediately after selection. After a mode is
captured, the flight director initiates commands to intercept the
flight path defined by this mode. When the aircraft is following the
required flight path, the flight director issues commands to “track”
the flight path.
Pg. 34
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 15 - Typical Flight Director Modes
Pg. 35
CRJ 700/900/1000
Navigation Mode (NAV). Navigation mode generates guidance to levers. In this mode, the flight director provides steering
capture and track lateral guidance for enroute navigation and commands to track a heading hold reference and a roll command
non-precision approaches. Enroute guidance may be from VOR, to wings level. The reference is set automatically when the mode
LOC or FMS. Lateral navigation includes arm and capture modes. is selected and remains the same until the mode is deselected.
The arm mode may be selected while other lateral modes are The autopilot is disengaged when this mode is selected.
active. The capture mode is automatically initiated when capture
Takeoff Mode (TO) (Lateral). Takeoff mode is initiated on the
conditions are met. After capture, computations are performed to
ground by pressing either go-around switch on the thrust levers.
acquire and maintain the flight path. For FMS navigation, the
The flight director provides steering commands to hold the wings
capture point is determined by the FMS after which the FCC
level on the ground during takeoff. When airborne, the flight
follows lateral bank commands generated by the FMS. A
director provides steering commands to track and hold the current
navigation preview display feature is available when the FMS is
heading at liftoff. The autopilot is disengaged when this mode is
enabled as the navigation source, allowing the pilot to preview a
selected.
LOC course deviation on the compass card prior to transitioning
to it as the navigation source. The preview function is automatic Half bank (1/2 BNK). Limits to half of the normal maximum bank,
when a localizer frequency is manually or automatically tuned and 15 degrees.
the aircraft is entering the terminal area. The flight director
automatically transfers from FMS to LOC (NAV to NAV transfer)
when the onside FMS is the selected NAV source, the APPR or
B/C button is selected on the FCP prior to the final approach fix
(FAF) and the LOC beam capture is sensed. Prior to capture, the
FMA annunciates the arm modes that applies to the navigation
source being previewed (LOC, B/C). When Nav-to-Nav transfer
occurs, the FMA lateral mode annuciation automatically changes,
and the PFD HSI display transitions from FMS to LOC data.
Approach Mode (APPR). This mode enables both lateral and
vertical guidance. The approach mode generates commands to
capture and track lateral and vertical guidance for ILS precision
(LOC and GS) approaches. The approach mode includes arm
and captures phases for localizer and glideslope.
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 submode.
There is no glideslope associated with a back course approach.
Go-Around Mode (GA) (Lateral). The go-around mode is initiated
in flight by pressing either go-around switch located on the thrust
Pg. 36
CRJ 700/900/1000
VERTICAL FLIGHT DIRECTOR MODES Climb Mode (CLB). When the speed switch is pressed and the
altitude preselector setting is above the current altitude,
Refer to figure 15.
commands are provided to capture and track a reference IAS/
Pitch Mode (PTCH). The basic vertical mode is the pitch mode. Mach, or a minimum vertical speed upwards, whichever yields the
The pitch mode is active when no other vertical modes are greater closure rate to the preselected altitude. The airspeed
selected. In pitch mode, the flight guidance generates commands reference is synchronized with the current IAS/Mach when the
to maintain a reference pitch angle. The reference value may be SPEED switch is pressed.
changed by the pilot through the pitch wheel on the FCP,
Descend Mode (DES). When the speed switch is pressed and the
synchronized by the pilot with the SYNC switch, or synchronized
altitude preselector setting is below the current altitude,
by the flight guidance when the mode is selected.
commands are provided to capture and track a reference IAS/
Altitude Preselect Mode (ALTS). The altitude preselect mode has Mach or a minimum vertical speed downwards, whichever yields
an arm, a capture, and a track phase. The arm phase may be the greater closure rate to the preselected altitude. The airspeed
selected while other vertical modes are active. Altitude preselect reference is synchronized with the current IAS/Mach when the
capture occurs when the flight path of the aircraft nears the SPEED switch is pressed.
altitude set with the preselected altitude knob on the FCP. The
Mach Mode (MACH). A second push of the speed switch
capture point is a function of closure rate, with the capture point
automatically selects Mach mode when a Mach reference was
moving away from the preselected altitude for high closure rates.
active in climb or descend. The flight guidance provides
The capture phase provides smooth intercept of the target
commands to capture and track a reference Mach. The climb,
altitude. The track mode maintains the target altitude. The target
descend, IAS, and Mach modes are based on airspeed. Air
altitude is set by using the altitude knob on the FCP.
speed is maintained by controlling the pitch angle of the aircraft.
Altitude Hold Mode (ALT). Altitude hold mode provides
IAS Mode (IAS). A second push of the SPEED switch selects IAS
commands to hold the existing pressure altitude. The mode is
mode when an IAS reference is active in climb or descend mode.
engaged when the ALT switch is pressed on the FCP or when the
Commands are provided to capture and track a reference IAS.
preselect altitude is changed while in altitude track (ALTS).
Approach Mode (Vertical). The approach mode is selected by
Vertical Speed (VS). Commands the FD to maintain the vertical
pushing the APPR switch on the FCP. It enables both lateral and
speed existing when engaged or adjusted by the VS pitch wheel
vertical guidance. The approach mode generates commands to
on the FCP during a climb or descent to a preselected altitude.
capture and track the glideslope. The glideslope has an arm and
Changes to ALTS when the preselected altitude is reached.
a capture phase. The arm phase may be selected while other
Speed Modes. Cycles through CLB/DES, IAS/MACH and PTCH vertical modes are active.
with successive pushes of the SPEED switch. A new preselected
altitude must be set before the mode is activated. The first push
of the switch will activate the CLB or DES modes depending on
the preselected altitude. The second push activates the IAS or
MACH modes.
Pg. 37
CRJ 700/900/1000
Glideslope Mode (GS). Is armed automatically when APR is Overspeed Protection and Warning. If an overspeed occurs during
selected and the aircraft is flying inbound with a valid localizer as descent in VS or PITCH modes or VPATH/VGP/VVS/VPITCH and
the navigation source. Capture occurs after localizer capture VDES modes (CRJ1000) the AFCS reverts automatically to IAS/
when intercepting the GS either from above or below. VIAS modes respectively. The speed bug synchronizes to Vmo/
Vertical navigation (VNAV) Modes. VNAV mode is selected by
Mmo minus 5 knots and the aircraft slowly pitches up and
pushing the VNAV button on the FCP. VNAV provides 10 decelerates to capture the new target speed. While in the
submodes that couple the FMS vertical flight plan to the flight overspeed condition, the annunciated mode flashes amber and
director. VNAV mode automatically commands the flight director the overspeed warning (clacker) sounds. Once out of the
to sequence modes and set target speeds and altitudes to overspeed condition, IAS reverts to green. If the active modes are
maintain the FMS vertical flight plan. Armed and captured VNAV ALTS, ALT, or VALTS/VALT/VALTV(CRJ1000) the pilot must
modes are annunciated on the FMA. VNAV may be used in all correct manually.
phases of flight. Go Around Mode (GA) (Vertical). The go-around mode is selected
in flight by pushing either of the go-around switches located on
VNAV modes include:
the thrust levers. In this mode, the flight director provides
• VNAV pitch (VPITCH) commands to track a fixed 10 degree pitchup attitude. The
• VNAV vertical speed (VVS) autopilot is disengaged when GA is selected.
Takeoff Mode (TO) (Vertical). Takeoff mode is selected on the
• VNAV altitude hold (VALT)
ground before takeoff by pushing either go-around switch. In this
• VNAV preselected altitude VALTS mode, the flight director provides a computed pitchup attitude
• VNAV FMS altitude VALTV command (CRJ700/900). The CRJ1000 enhances takeoff
performance by using a two step moveable command bar. The
• VNAV climb (VCLB) command bar is initially set at nine degrees and moves to the
• VNAV descent (VDES) maximum calculated value with weight off wheels. On all aircraft
types the autopilot is disengaged when TO is selected.
• VNAV indicated airspeed/Mach VIAS/VMACH
Windshear Escape (GA/WS). Windshear escape generates
• VNAV path (VPATH) windshear escape commands in the vertical axis and is
• VNAV glide path (VGP) automatically selected upon getting a windshear condition. A
windshear condition occurs upon receiving an EGPWS windshear
warning while less than 1500 feet of radio altitude and airspeed
greater than 60 knots if on the ground.
Pg. 38
CRJ 700/900/1000
Pg. 39
CRJ 700/900/1000
AFCS INDICATIONS
PFD INDICATIONS
Refer to figure 16.
The flight directors provide the visual lateral and vertical steering
commands presented to the pilots on the PFDs including the text
annunciation representing the selected modes. The commands
displayed may be either V-bars or split cues (customer option) as
selected by the EFIS wire strap, and they are displayed
referenced to attitude display (ADI).
When the flight director is turned ON and selected, flight guidance
commands the PFD to activate all flight guidance mode
annunciation and steering commands for the selected FD
channel.
The modes of operation are displayed on the primary flight
display (PFD). The modes are indicated as captured (active) and
armed (next for automatic capture) modes. The vertical modes
appear below the lateral modes in two columns. One column is
for the captured modes and the other for the armed modes. The
captured modes are green and the armed white.
The autopilot engage annunciation symbol AP is displayed in
green when the autopilot is engaged. A white or green arrow
beside the symbol points to the pilot or copilot side to indicate
which guidance system is selected to drive the flight director and/
or the autopilot.
To indicate which flight director supplies the steering information
displayed on the flight director steering pointers, an FD1 or FD2
green symbol is displayed on the cross-side PFD.
Pg. 40
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 16 - AFCS Indications (CRJ700/900) Figure 17 - AFCS Indications (CRJ1000)
Pg. 41
CRJ 700/900/1000
PFD MESSAGES
INDICATION COLOR DESCRIPTION
The following messages are presented on the PFDs. A brief
explanation of each message or indication is provided. AP  Green Autopilot engaged (FCC 1 controlling)
Red Autopilot disengage warning (FCC 1

controlling)
White Autopilot not engaged (FD 1 controlling
A (boxed) Amber Significant aileron mistrim
arrow only)
ALT Green Altitude hold mode - tracking
Amber Autopilot engaged (aileron and elevator
ALTS CAP Green Preselected altitude mode - capturing servo clutches released)
ALTS White Altitude preselect mode- armed B/C 1(2) White Back course mode - armed (displayed in
lateral armed field of the FMA,
Green Altitude preselect mode - tracking identifying navigation source)
Amber Altitude preselect mode - aborted B/C 1(2) Green Back course mode - capture/tracking
capture (displayed in lateral capture field of the
FMA, identifying navigation source)
ALTV White Vertical navigation mode - vertical mode
is armed to capture FMS target altitude HDG Green Heading select mode
AP Green Autopilot engaged (FCC 2 controlling) PATH White VNAV path mode - armed, vertical
navigation mode is active (in cruise or
Red Autopilot disengage warning (FCC 2
descent phase) VNAV path is armed
controlling)
Amber Vertical path mode is armed, but is
White Autopilot not engaged (FD 2 controlling
unable to capture vertical path
arrow only)
PTCH Green Pitch mode
Amber Autopilot engaged (aileron and elevator
servo clutches released) ROLL Green Roll mode
SYNC Amber Flight director synchronization in

progress
TO Green Lateral takeoff mode (displayed in

captured field of FMA)
Green Vertical takeoff mode (displayed in

captured field of FMA)
Pg. 42
CRJ 700/900/1000
INDICATION COLOR DESCRIPTION INDICATION COLOR DESCRIPTION
DR White Dead reckoning operation GP White Vertical navigation GP mode armed
E (boxed) Amber Significant elevator mistrim GS Green Glideslope mode - captured (displayed
in the vertical capture field of the FMA)
FD (boxed) Red Flight director failed
White Glideslope mode - armed (displayed in
FD 1(2) Green Flight director computation being the vertical capture field of the FMA)
performed by FD 1 (FD 2)
SPD White Vertical navigation speed mode - armed,
FD Amber Pitch miscompare VNAV has armed speed mode (climb
CLB ### Green Climb mode active and referencing a phase only) while aircraft is holding at a
speed in knots VNAV target altitude
CLB .## Green Climb mode active and referencing a VS #.#  Green Vertical speed mode (current vertical
MACH speed speed reference in fpm up)
DES ### Green Descent mode active and referencing a VS #.#  Green Vertical speed mode (current vertical
speed in knots speed reference in fpm down)
DES .## Green Descent mode active and referencing a YD Amber Both YAW dampers disengaged
MACH speed FD V-BARS Magenta Intergrated lateral and vertical flight
IAS/MACH Green Speed mode active guidance commands. Not present if
either FCC command is invalid
Flashing Overspeed mode (displayed in the
Amber vertical capture field of the FMA) 1/2BNK White Half bank mode active
FMS 1(2) White Navigation or approach mode - armed VNAV Amber Vertical navigation mode invalid
LOC 1(2) (displayed in the lateral armed field of Red Vertical navigation mode failed
VOR 1(2) the FMA, identifying NAV source)
VALT Green Vertical navigation ALT hold mode
Green Navigation or approach mode - capture/ tracking
tracking (displayed in the lateral capture
field of the FMA, identifying NAV source) VALTS CAP Green Vertical navigation preselected ALT
mode capturing
GA Green Lateral go-around mode (displayed in
the lateral capture field of the FMA) VALTS Green Vertical navigation ALT preselect mode
tracking
Green Vertical go-around mode (displayed in
the vertical capture field of the FMA)
Pg. 43
CRJ 700/900/1000
VALTS Amber Vertical navigation ALT preselect mode

aborted capture
VALTV CAP Green Vertical navigation FMS ALT mode

capturing
VALTV Green Vertical navigation FMS ALT captured
VPTCH Green Vertical navigation pitch mode
VVS #.#  Green Vertical navigation VS mode (current VS

reference in fpm up)
VVS #.#  Green Vertical navigation VS mode (current VS

reference in fpm down)
VCLB ### Green Vertical navigation CLB mode active and

referencing a speed in knots
VCLB .## Green Vertical navigation CLB mode active and

referencing a MACH speed
VDES ### Green Vertical navigation DES mode active

and referencing a speed in knots
VDES .## Green Vertical navigation DES mode active

and referencing a MACH speed
VIAS/ Green Vertical navigation speed mode active

VMACH
Flashing Overspeed mode (displayed in FMA
Amber vertical capture field)
VPATH Green Vertical navigation vertical path mode

captured
VGP Green Vertical navigation GP mode captured
Pg. 44
CRJ 700/900/1000
Pg. 45
CRJ 700/900/1000
AUTOPILOT The FCC modules are line-replaceable modules (LRMs) that

contain the hardware and software for the following system
GENERAL DESCRIPTION functions:
The autopilot is a two-axis dual-channel autopilot system that flies • Flight director
the aircraft automatically by controlling the ailerons and elevators.
Steering commands required to fly the aircraft through the • Autopilot
autopilot are supplied by the flight guidance system which is part • Autopilot pitch trim
of the flight director system. The autopilot pitch trim system
• Yaw damper
controls the horizontal stabilizer by trimming the pitch axis in
response to trim commands from the autopilot. The FCCs interface with the sensor systems which provide
information to the flight guidance section of the FCC. The flight
COMPONENTS
guidance computes the steering commands for flight director and
Refer to figure 18. autopilot operation. The FCCs contain the servo amplifiers and
servo monitors for the autopilot and yaw damper operation. They
The autopilot system comprises the following components:
also compute the pitch trim commands for the autopilot pitch trim
• Flight control computers (FCCs) system. Electrical power for the FCCs is supplied by the IAPS
• Flight control panel (FCP) internal power supplies.
FLIGHT CONTROL PANEL (FCP)
• Autopilot disconnect switches
A section of the FCP is used to control the autopilot operation.
• TO/GA switches
The following switches are located in this section:
• Aileron servo
AP DISCONNECT BAR. When this bar is lowered, it disengages
• Elevator servo the autopilot and a red band is visible to indicate the disengaged
FLIGHT CONTROL COMPUTERS (FCC) position. This switch is not spring-loaded and remains in the last
set position.
There are two flight control computers (FCCs) installed in the card
AP ENG SW. This switch engages the autopilot when the
cage of the IAPS. The FCCs are the primary components of the
AFCS. disconnect switch is up, at least one of the yaw dampers is
engaged, no unusual attitudes or rates exist and no FCC faults
are detected. “AP” and an arrow pointing to the coupled side
annunciate in green on the PFD. A second push of the AP ENG
switch will disengage the autopilot.
When engaged, the autopilot flies flight guidance commands from
the coupled side. Left and right green LED indicators
acknowledge the engagement of the two FCCs.
Pg. 46
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 18 - Autopilot Components
Pg. 47
CRJ 700/900/1000
XFER SW. This switch transfers the flight guidance for both PRIMARY SERVOS
autopilots (when engaged) from the pilot side to the copilot side.
The primary servos and their mounts provide precise drive for
Both left and right green LEDs turn on when the XFER mode is
displacement of the aileron and elevator control surfaces. The
active. An arrow on the PFD points to the coupled side.
servos convert electrical inputs from the FCCs into rotational
TURB SW. This switch activates the turbulence mode when the mechanical outputs for the control systems. The aileron servo is
autopilot is engaged. Green LED indicators on both sides of the installed in the right wheel well area. The elevator servo is
switch acknowledge when the mode is active. This mode reduces installed in the vertical stabilizer. The two servos and mounts are
the autopilot gain to give a smoother flight in turbulent conditions. not interchangeable.
AUTOPILOT DISCONNECT SWITCHES The servo consists of a permanent magnet DC motor, a dual rate
The autopilot disconnect switches are located on the control generator, an electrical engage clutch and a multistage reduction
wheels. These switches are the primary means of disconnecting gear train. A servo mount provides an easy method of removal
the autopilot. They are installed on the front outboard horn of and installation of the servo without interfering with the aircraft
each control wheel and are labelled AP/SP DISC. The switches rigging. The servo mount contains a safety slip clutch and a
are connected to both FCCs so that pushing either AP DISC capstan that connects the servo to the control cable system. The
commands both FCCs to disengage the autopilot function. servo translates electrical command signals from the FCCs into
mechanical rotational output. The servo is engaged when 28 VDC
TO/GA SWITCHES is applied to the clutch from the FCP.
There are TWO TAKEOFF/GO-AROUND switches, one on each SERVO AND SERVO MOUNT
thrust lever. The switches are connected to both FCCs so that
pushing a single go-around switch commands both FCCs. Refer to figure 19.
Actuating either switch when the autopilot is engaged will cause The servo mount is a precise-drive mechanism used to control
the autopilot to disengage and the flight director to switch into the the displacement of the primary flight control surfaces.
TAKEOFF/GO-AROUND mode.
When the motor rotates, the dual-rate generator also rotates at a
corresponding rate. This generator provides two individual
feedback outputs to the FCC servo amplifier circuits. The servo
rate A output is sent to a summing amplifier in FCC 1, and the
servo rate B output is sent to a summing point in FCC 2.
When the autopilot is engaged, 28 VDC engage clutch power is
sent from the FCP engage interlocks to engage the servo clutch
solenoid. When the clutch is engaged, it couples the motor torque
through the gear train to turn the capstan. The capstan
mechanically moves the cables connected to the aircraft control
surface.
Pg. 48
CRJ 700/900/1000
AUTOPILOT OPERATION
DESCRIPTION
Refer to figure 20.
The autopilot provides control of the aileron and elevator servos
in response to commands from the flight director (guidance)
section of the system. When engaged, it maneuvers the aircraft in
the pitch and roll axis to maintain the flight path defined by the
selected modes.
The FCCs provide redundant computations for a fail-passive
autopilot. Each FCC contains a guidance section which computes
steering commands for flight director display and autopilot servo
operation. The steering commands from both FCCs are sent to
the analog servo loops to drive the servos to the computed
position. When engaged, the autopilot performs the following
functions:
• Hold a desired attitude
• Maintain a pressure altitude
• Hold a vertical speed
• Hold a Mach number
• Hold an indicated airspeed
• Capture and maintain a preselected baro-corrected altitude
• Capture and track a preselected heading
• Capture and track a preselected radio course (VOR/LOC/GS)
CR7/22-00-00-0006
• 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
Figure 19 - Servo System Block Diagram
Pg. 49
CRJ 700/900/1000
AUTOPILOT DISCONNECT
Refer to figure 20.
A manual disconnect occurs, the “CAVALRY CHARGE” sounds
and the PFD shows a flashing red AP annunciator for a short
period when:
• An AP/SP DISC switch is pressed
• A TO/GA switch is pressed
• A manual trim switch is moved
• The disconnect bar is lowered
• The AP ENG switch is pressed a second time.
An automatic disconnect (abnormal condition) occurs, the
“CAVALRY CHARGE” aural warning sounds continuously and the
PFD shows a continuous flashing red AP annunciation when:
• The FCC finds a fault
• A stick pusher is activated
• Both yaw dampers are disconnected
The aural warning and the red AP annunciation are cancelled
when the AP/SP DISC or TO/GA switches are pushed.
The autopilot may be engaged or disengaged by pressing the
engage switch on the FCP. When the autopilot is not engaged,
pressing the engage switch will engage it. When the autopilot is
engaged, pressing the engage switch will cause it to disengage.
Automatic disengagement occurs when a fault is detected by the
FCCs. Engagement of the autopilot is prevented in this case.
When a fault is detected, the autopilot is automatically
disengaged and a “CAVALRY CHARGE” aural warning is issued.
The aural warning may be canceled by pressing either disengage
switch. If the autopilot is disengaged manually, the aural warning
sounds for a short period only. The autopilot is also disengaged
when the stick pusher is activated.
Pg. 50
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 20 - Autopilot Simplified Operation
Pg. 51
CRJ 700/900/1000
FCC FUNCTIONAL DESCRIPTION warning system. Failures that occur in the IAPS can have an
Refer to figure 21. effect on the AFCS. If there is an overheat condition, the IAPS
monitor circuits will stop the flight control computer operation. The
The autopilot cannot be engaged until the power-up tests are flight control computer on the pilot side (FCC 1) stops operation if
completed without failure and the continuous test is satisfactorily there is an overheat condition on the left side of the IAPS. The
performed. The following tests are included: flight control computer on the copilot side (FCC 2) stops operation
• ROM memory if there is an overheat condition on the right side.
• RAM memory The FCC servo loops are monitored for proper response by
comparing the servo command from the main processor and the
• Pitch, roll, and yaw servo commands rate feedback from the rate generator of the servo. If the
• Excessive attitude/altitude rate response is not right either in the pitch or roll servo channel, the
autopilot will disengage or it will not engage if it is disengaged.
• Serial input/output
A signal based on the validity of the servo loop operation, the
• Autopilot disengage main processor and the I/O processor is applied to the engage
• Yaw damper disengage interlock circuits in the flight control panel from both FCCs. To
engage the autopilot, all three functions from each FCC must be
Automatic disengagement of the autopilot occurs when the flight valid. The flight control panel supplies 28 VDC to the servo clutch
control computer finds a failure condition. Engagement of the to engage the servo.
autopilot is also prevented when the flight control computer finds
a failure condition. This is also true for the yaw damper function. A The pitch and roll cutout monitors command the switches to the
failure condition is defined as two consecutive related problems of open circuit state when the aircraft performance exceeds
the same type, as found by either the autopilot or the yaw damper established limits. The cutouts remain until the aircraft rates,
monitor circuits. acceleration and attitude are below the cutout thresholds or the
servo commands are in a direction to recover the aircraft. The
The pitch trim monitor function is done before and after cutout monitors are implemented in the I/O processor.
engagement of the autopilot. If a pitch trim failure is detected
before engagement, engaging is prevented. If a pitch trim failure Excessive attitude monitors monitor pitch and roll attitudes
is detected after autopilot engagement, the autopilot pitch trim independent of the main processor. They command the autopilot
function stops and the autopilot continues to operate. If the flight to disengage when the pitch exceeds 25° noseup or 15°
control computer finds a failure in the data it receives from its nosedown or roll attitude of more than 45°. They also prevent
input/output concentrator, it will automatically change to a second autopilot engagement during those exceedances.
input/output concentrator. The other components of the AFCS do
not have power-up tests or self-monitor functions. The flight
control computer supplies this function for the system.
The EICAS displays visual failure indications for the AFCS. Aural
indications are also provided by the EICAS through the aural
Pg. 52
CRJ 700/900/1000
FCC 1
CUTOUT
L-FCC 1
IOC 1A
LA-IOC-3
MAIN UP SERVO
SYSTEM LOOP
IOC 1B LB-IOC-3 I/O

UP
MAIN UP
SYST SERVO
MONITOR
MONITOR
AHC 1 L-AHC-1
I/O UP MONITOR AP/YD
MONITOR A
ENGAGE
CROSS- FLIGHT CLUTCH
CHANNEL CONTROL PANEL M
BUS (FCP)
FLIGHT SERVO
CONTROLS
FCC 2
R-FCC 1 G
I/O UP MONITOR
AP/YD
IOC 2A MONITOR B
RA-IOC-3 MAIN UP
MONITOR SERVO
MONITOR SERVO
CMD
IOC 2B RB-IOC-3 I/O
UP
SYST
MAIN UP SERVO
SYSTEM LOOP
AHC 2 R-AHC-1
RATE
CR7/22-10-00-0007
FEEDBACK
CUTOUT
Figure 21 - Autopilot Operation
Pg. 53
CRJ 700/900/1000
SERVO LOOPS The servo error voltage is sent to the servo monitor and mid-value
Refer to figure 22. voters in both FCCs. The mid-value voter compares the servo
error voltages from both sides. The voter sends the middle
There are two servo loops in the autopilot, one for the ailerons voltage level to the torque limiter. The voter is a safety device that
and one for the elevators. The servo loops control the movement prevents faults from causing rotation of the servo.
of the flight control surfaces. The main processor in the FCCs
performs the computations and generates the elevator and The torque limiter sends programmed torque commands to the
aileron servo commands. The main processor shares information power servo amplifier. A torque limiter, within the same circuit,
with the I/O processor. Computed servo commands are sent to a limits the peak command voltage to cause the servo to respond at
servo amplifier. The applicable aileron or elevator servo amplifier a precisely controlled rate. The resulting programmed torque
processes this command and applies a voltage to one of the command is power-amplified and sent to the servomotor. The
servomotor terminals. servomotor command is also sent to the servo monitor and to the
cross-channel FCC.
Both channel servo amplifiers control the servomotor. Channel A
amplifier is located in FCC 1, and Channel B in FCC 2. The The power amplifier converts the torque command voltage input
voltage differential across the motor terminals causes current to to a current output to drive the servomotor. When no input is sent
flow, which turns the servomotor. The two channels operate the to the amplifier, the output is set at approximately 14 VDC. Since
same way, but they generate servomotor commands that are both motor terminals are at 14 VDC there is no motor current.
equal in value but opposite in polarity. The voltage differential at When a nonzero torque command is sent, the power amplifier
the two motor terminals causes the motor to run in the required converts this voltage to a specific servomotor drive current.
direction. Because the channel servo commands are of the opposite
The I/O processor during cutout condition removes the servo polarity, one power amplifier sources current and the other sinks
commands. current. The resulting current flow causes the motor to run in the
desired direction until the servo position feedback equals the
The servo command is applied directly to the summing point in computed servo command and the amplifiers null.
channel A and inverted in channel B. The servo-rate feedback
signals from the rate generator in each servo are applied to an
inverting input of the summing amplifier. This servo rate is
integrated to derive a servo position reference that is also applied
to the inverting input of the summing point. The result of this
summing operation is to produce the servo error correction
required to properly position the servo.
When the servo moves the aircraft control to the angular position
specified by the servo command, the summing amplifier zeroes
and the servo command nulls.
Pg. 54
CRJ 700/900/1000
FCC 1
SERVO POSITION SERVO RATE

INT
Cut Out SERVO POS

FCP SW ERROR
SERVO AMP
CMD (+) TORQUE
LIMIT
AP DISC VOTER
-1
A
SERVO
AP/YD ERROR
MONITOR TORQUE
MONITOR
MONITOR
YD CONTROL
PANEL
YD MON A AIRCRAFT
YD MON B CONTROL
FCC 2 SYSTEM
B
SERVO TORQUE
AP/YD ERROR MONITOR
MONITOR
MONITOR
FCP
-1
AP DISC VOTER
SERVO AMP
CMD (-) TORQUE
LIMIT
SERVO POS
ERROR
Cut Out
SW
CR7/22-00-00-0003
SERVO POSITION SERVO RATE
INT
Figure 22 - Servo Control Loop
Pg. 55
CRJ 700/900/1000
FCP COURSE AND MODE SELECTIONS Speed Reference. One rotary knob is used to select a speed
reference. The speed knob drives two rotary selectors, one
Refer to figure 23.
connected to ARP 1 and the other to ARP 2. Indication of
Rotary Selections. The rotary logic generator switch is a tri-state selection is displayed on the PFDs. Both discrete outputs from
multi-wafer switch that generates a set of two-wire (ground/open) these selections are applied to the ARPs for display and
discretes in response to rotation of the knob. Rotation of the knob reference. A Mach/speed pushbutton is incorporated in the center
generates a sequence of alternating binary numbers. The of the speed knob to provide a ground discrete to the ARPs for
sequence pattern of the binary numbers indicates the direction of selecting the Mach or speed function.
rotation. The speed and amount of the binary number change
Altitude Preselect. One rotary knob is used to select a preselect
indicates the speed and amount of rotation of the knob. The
altitude. The speed knob drives two rotary selectors, one
output from each rotary switch is applied to a buffer in the input of
connected to ARP 1 and the other to ARP 2. Indication of
the destination control panel. This switch is used in the following
selection is displayed on the PFDs. Both discrete outputs from
selections:
these selections are applied to the ARPs for display and
• VOR / LOC course reference.
• Heading select An altitude alert cancel pushbutton is incorporated in the center of
• Speed/Mach reference the altitude preselect knob to provide a ground discrete to the
ARPs when the altitude alert is canceled.
• Altitude preselect
Mode Selections . Modes are selected by individual pushbutton
VOR / LOC course. Two rotary selectors are used to select VOR or that provide discretes when pressed. Each discrete is applied to
LOC courses. One rotary selector (course 1) is used for VOR/ two latches designated as A and B. The discretes from latch A
LOC 1 and the other (course 2) for VOR/LOC 2. Indication of are sent via a data bus to FCC 1 and from latch B via another
selection is displayed on the PFDs and MFDs. Both discrete data bus to FCC 2.
outputs are applied to the DCPs to be transmitted to the EFIS
Pitch Wheel. The pitch wheel drives a rotary switch that generates
displays.
alternating discretes when rotated. The discretes are applied to
A direct course pushbutton is also used to provide a ground two counters designated as A and B. The counters count the
discrete to the DCPs from the center of each course knob. discretes with the total representing the total rotation. The
Heading Select. One rotary knob is used to select headings. The discretes from counter A are sent via a data bus to FCC 1 and
heading knob drives two rotary selectors, one connected to DCP from counter B via another data bus to FCC 2.
1 and the other to DCP 2. Indication of selection is displayed on
both PFDs and MFDs. Both discrete outputs from these
selections are applied to the DCPs.
A heading synchronization pushbutton is incorporated in the
center of the heading knob to provide a ground discrete to the
DCPs to set the heading bug to the lubber line.
Pg. 56
CRJ 700/900/1000
BUS A BUS B
FCP DATA DATA
IAPS
BUS A BUS B
PWR +5V
+5V (ISOL)
1A LATCH LATCH DIR DIR
LAMPS A B COUNTER COUNTER
PWR +5V
+5V (ISOL)
2A
ROTARY ROTARY
CRS 1 LOGIC LOGIC CRS 2
GEN GEN
CRS DIR CRS DIR
ROTARY ROTARY
HDG SEL LOGIC LOGIC HDG SEL
GEN GEN
HDG HDG
SYNC SYNC
DCP 1 DCP 2
ROTARY ROTARY
SPD LOGIC LOGIC SPD
BUG GEN GEN BUG
IAS/M IAS/M
ROTARY ROTARY
PRESEL PRESEL
CR7/22-11-00-0005
LOGIC LOGIC
ALT GEN GEN ALT
ALT
ALT
ALERT
ALERT
ARP 1 ARP 2
Figure 23 - FCC Course and Mode Selection Interface
Pg. 57
CRJ 700/900/1000
AP ENGAGE / DISENGAGE The autopilot will disengage if any of the following manual actions
Refer to figure 24. take place:
The flight control panel (FCP) is used to engage or disengage the • The engage switch is pushed a second time
autopilot. The flight control computers monitor the conditions for • The AP disengage switch is activated on the left or right con-
autopilot engagement, and send control signals to the flight trol wheel (AP DISC A or B valid)
control panel to prevent autopilot engagement or to cause
• Takeoff/go-around (TOGA) switch is activated
autopilot disengagement. The following conditions are monitored:
The autopilot will disengage automatically if any of the following
• Flight control computers find no failure during continuous
takes place:
self-monitoring
• 28 VDC power to the FCP for channel A or channel B is lost
• Flight control computer finds no failure in the pitch trim system
• DISENG signal from channel A or B of the stall protection sys-
• AP DISC switch bar on the flight control panel is in the up
tem (SPS)
position
• MAN TRIM DISENG A or B signal is received from the SSCUs
• At least one yaw damper is engaged
The interlock circuits for engaging the autopilot are located in the
When the AP ENG pushbutton is pushed on the FCP, a set of
FCP. There are two interlock channels designated as channel A
relays inside the flight control panel is energized. When the relays
and B. Channel A monitors and controls the function of FCC 1.
are energized, 28 VDC clutch power is sent to the elevator servo
Channel B monitors and controls the function of FCC 2.
and the aileron servo clutches. At the same time, the green
indicator lights adjacent to the AP ENG pushbutton illuminate. 28 Each channel has its own individual monitor that monitors the
VDC (AP ENG A and AP ENG B) is also sent to FCC 1 and FCC required conditions for engaging the autopilot. Both monitors
2 respectively to indicate that the servos are engaged. must be satisfied in order to engage the autopilot. The monitors
energize the interlock relays, which engage the autopilot when
To maintain the system engaged, the following conditions must be
AP ENG pushbutton on the FCP is pressed.
met in both FCCs:
Each monitor sends digital data to its corresponding FCC through
• Aileron clutch power must be applied to the aileron servo
a buffer and a digital bus. All the monitored conditions and the AP
• Elevator clutch power must be applied to the elevator servo CLUTCH signals for channel A and B are sent to the FCCs
• AP monitor A (FCC 1) valid operation - AP monitor B (FCC 2) through these buses. If the engage switch is pushed while the
valid operation autopilot is engaged, a second set of contacts applies a ground to
two latching circuits. These latching circuits send information to
• At least one yaw damper system engaged the FCCs on the FCP to FCC data buses. The FCC monitor
circuits will disable the AP monitors to the FCP and disengage the
autopilot.
Pg. 58
CRJ 700/900/1000
FCP
AP MON AP DISC AP CLUTCH
28 VDC A FDBK A FDBK A
28 VDC
BUS 1
SWITCH
PWR A 28 VDC B AP MON
AP ENG
FDBK B
28 VDC ELEVATOR
BUS 2 CLUTCH PWR ELEV
SWITCH SERVO
PWR B
AP
MONITOR A VALID = 28 VDC AP ENG A
FCC 1 FCC 1
K3 K1 K4
AP DISC A
TOGA LATCH LATCH
A B
MAN TRIM AILERON
DISENG A AP MON AP CLUTCH CLUTCH PWR AILRN
SSCU 1
FDBK A FDBK A SERVO
DISENG A DISENG A = 0
SPC
MAN TRIM DISENG A = 0
DATA
TOGA = 1 BUFFER BUS A
AP DISC A = 0
AP ENG B
FCC 2
AP
MONITOR B
FCC 2
TOGA
DN AP DISC B
SE
NO
UP
NOSE
MAN TRIM
DISENG B K2
SSCU 2 AP MON AP CLUTCH
FDBK B FDBK B
CR7/22-12-00-0008
AP CLUTCH
DISENG B DISENG B = 0 FDBK B
SPC
MAN TRIM DISENG B = 0
DATA
TOGA = 1 BUFFER BUS B
AP DISC B = 0
Figure 24 - Autopilot Engage Interlocks
Pg. 59
CRJ 700/900/1000
FLIGHT CONTROL PANEL MODE INDICATOR LIGHTS

Refer to figure 25.
The two green mode LEDs are located to the left and right of each
switch. When a mode is selected, the FCP sends a signal to both
FCCs. If the FCCs find that conditions for the selected mode are
correct, they send signals to illuminate both lights. FCC 1
illuminates the left light, and FCC 2 the right. Faults in one of the
FCCs cause the corresponding light to not illuminate.
Pg. 60
CRJ 700/900/1000
XMTR
MODE SELECT REQUEST

FCC 1
MODE ACCEPT RCVR
FCC 1 CONTROL LATCH LEFT

CKTs DECODER LIGHTS
+5 VDC
DATA BUS A
MISCELLANEOUS
TEST PANEL
DATA BUS B
+5 VDC
RCVR
CONTROL LATCH RIGHT

FCC 2 LIGHTS
CKTs DECODER
MODE ACCEPT XMTR
FCC 2
MODE SELECT REQUEST
CR7/22-12-00-c009
FLIGHT CONTROL PANEL
Figure 25 - FCP Mode Selection Lights
Pg. 61
CRJ 700/900/1000
FCC INTERFACE • SYNC (logic from the pilot A/C switch - changes mode refer-
Refer to figure 26. ences to current flight values)
The FCCs communicate with each other and the FCP using RS- • AP MON and YD MON (signal to FCP and yaw damper panel
422 buses. The FCP input supplies mode request data to the to disengage autopilot when internal monitor detects a failure)
FCCs. This data is read and acknowledged by the I/O • TRIM FB (logic from pitch trim to allow processor to control
microprocessors and sent back to the FCP through an RS-422 trim arm and trim command outputs)
bus. The FCCs receive high-speed ARINC 429 data from the
• SVO MON FB (signal from servo monitor-monitor invalid if a
AHS system and both left side IOC data concentrators. The L-
failure is detected by the servo amplifier, I/O processor or
AHC 1 bus supplies aircraft attitude and heading information
main processor)
while the LA or LB-IOC-3 buses supply ADS and FMS
parameters. The IOC inputs are switched every 10 seconds by a • SVO CMD A (analog input which allows processor to monitor
bus select multiplexer controlled by the microprocessor. the three left side computed servo-command signals)
The DCUs provide feedback for the positions of the right aileron, • SVO ERROR A (analog from the summing amplifiers - allows
left elevator and the rudder positions. The configuration straps processor to monitor the two left side channel servo-correc-
and the option straps are read from the CSU card in the IAPS. tion signals)
The power supply 1A provides all the required voltages for the
• SVO MOTOR B (analog from the cross-side servo amplifiers -
FCC 1.
allows processor to monitor the two servo-drive signals from
The FCCs generate HS ARINC-429 data containing mode and the other FCC)
steering information to both of the left side IOCs. This information
• YD ENG LEVER UP A (logic from the YAW DAMPER control
is forwarded to the PFDs.
panel - request yaw damper 1 engage)
FCC rudder command and status is sent via HS ARINC-429 data
• YD ENG LEVER UP B (logic from the YAW DAMPER control
from the left and right side IOCs (IOC-9) for the command-by-wire
Panel - request yaw damper 2 engage)
rudder system (CRJ1000).
• PITCH TRIM RATE (analog from pitch trim system - allows
The FCC receives discrete switch inputs from the FCP, the yaw
processor to monitor the trim servo-motor speed and direction
damper control panel and the strapping. It also receives
of rotation)
feedbacks from the servos and monitor circuits:
• YD Capable (CRJ1000) - status label from each RCU to
• AP DISC A (autopilot disconnect signal from the aircraft
determine if the command by wire system is Yaw Damper
switches)
(YD) capable. The FCC monitors the ARINC 429 label for yaw
• AP ENGAGE (a logic from FCP - power applied to FCC) damper disengage requests from the rudder control units.
• GO AROUND (a logic from the aircraft switches to select go-
around operational mode)
Pg. 62
CRJ 700/900/1000
FCP
FCP
RS 422
XMTRs RS 422
RS 422
RCVRs
FCC 1/2
FCC 1/2
I/O IAPS
μP
ARINC
RCVR POWER VALID
RESET PWR 1A
AHRS 1 L-AHC-1 HS
ADDR
CONFIG STRAPS
DMA PGM
RAM
MUX
R/H AIL POS OPTION STRAPS
DCU 1 PGM
MUX FAST
NETWORK MAIN
ANALOG LH ELE POS 6 DATA μP FCC 2
AND
DCU-7 H.S.
LINK INTERNAL
ARINC H.S. SUPPLY
429
PWR 1A
LEVELS +28/+12/-12/+5 VDC
RUD POS BUS
YD CAPABLE SELECT MUX
LA-IOC-3 HS IOC 1A
AP DISC A ADS
RCVR
TOGA A FMS
SWITCH LB-IOC-3 HS IOC 1B
INPUTS SYNC A AP MONITOR
AP ENG A YD MONITOR MODE/
TRIM FB STEERING
LA/LB
SVO FB (3)
FCP A MODE/CMD
SVO CMD A (3)
YD MON A FCP B SVO ERR A (3) XMTR
NO.1 YD 1 ENG
BR
T
5 000
28VDC YAW DAMPER SVO MOT A (3) SERIAL TO
TO ALTS
2
YD 1 YD 2
SVO MON FB ENCODER
NO.2 YD 2 ENG
1
DISC ENGAGE 0
28VDC SVO MOT B
CR7/22-10-00-c006
VT 196
V2 143
VR 133
YD MON B SVL V1 133
200 0 FT 29.92 IN
12 4
SVL FMS1
CRS 331
13. 5 NM
TCAS
OFF
YUL 0.0
TERM
12
4
P/O FCC 1
Figure 26 - FCC Interface Diagram
Pg. 63
CRJ 700/900/1000
AUTOPILOT PITCH TRIM

AUTOPILOT PITCH TRIM DESCRIPTION
Refer to figure 27.
STAB TRIM MACH TRIM
The autopilot pitch trim system controls the horizontal stabilizer to CH 1 CH 2 INOP
maintain the pitch axis trimmed when the autopilot is engaged. ENGAGE
ENGAGE/
DISENGAGE
Both FCCs control the pitch trim system. The trim control signals
E
NOS
are generated separately by the FCCs. The elevator servo torque E DN
NOS
DN
N OS
UP
E NO
is used as an indication for an out-of-trim condition. The torque is SC
UP SE
AP
obtained by measuring sustained signals on the elevator servo P
SC
when the pitch axis is out of trim. When the signal level exceeds a
A
I/C
NC I/C
SY
SY OFF OFF
threshold value over a set time, the stabilizer is moved in the
NC
R/T R/T
appropriate direction until the torque signal is zero. This

represents the stabilizer trim position for the existing conditions. SSCU 1 SSCU 2
FCC 1 FCC 2
AUTOTRIM AUTOTRIM
FUNCTION FUNCTION

AP ENG SPEED DOWN

D
D
UP
CR7/22-12-00-c003
Figure 27 - Pitch Trim
Pg. 64
CRJ 700/900/1000
Pg. 65
CRJ 700/900/1000
AUTOPILOT PITCH TRIM OPERATION Autotrim faults are detected by monitoring the trim command
Refer to figure 28. signals issued by the FCCs, trim rate feedback from the SSCUs
and elevator servo torque signal from the servo amplifiers. Status
Autopilot pitch trim is provided by the FCCs to relieve the forces monitoring is provided for the following type faults:
on the elevator when an out-of-trim condition exists. The trim
computations sense the torque being held by the pitch servo • Trim applied when it is not required
which is used to command trim operation. • Trim applied in the wrong direction
The autopilot pitch trim is operating when the autopilot is engaged • Continuous trim applied
and both FCCs are operational. The FCCs apply pitch trim control
• No trim applied when it is required
signals to the SSCUs, which drive the pitch trim system.
monitoring and activation circuits are duplicated in both FCCs. If any of the above faults is detected, the pitch trim stops
operating and an AP PITCH TRIM message is posted on the
The aircraft is trimmed by moving the horizontal stabilizer to a
EICAS. If the autopilot is engaged when the fault occurs, it will not
position that relieves the force on the control column when the
disengage. If the fault is detected prior to engaging the autopilot,
pitch axis is out of trim. The horizontal stabilizer trim actuator
it will not engage if it is attempted.
(HSTA) drives the horizontal stabilizer in response to signals from
the motor control unit (MCU) driven by the SSCUs. A test of the trim system is performed each time the autopilot is
engaged. Trim outputs are exercised to detect hardware failures.
The automatic control of the pitch trim system is included in the
If failures are found, the FCC prevents autopilot engagement and
FCCs. The control consists of dual identical computations, which
activates the appropriate annunciation on the EICAS display.
measure the elevator servo torque for a sustained threshold
value. This condition starts the trim operation until the torque is
reduced to zero value.
The autopilot pitch trim function is implemented in redundant
channels in the two FCCs. One FCC outputs a pulse-width-
modulated (120-Hz) command, while the other FCC performs an
identical computation and outputs a non-modulated trim arm
command (28 VDC). Both computers must sense the need for
trim before any trim activity occurs. Which FCC outputs the 120-
Hz trim command depends on the direction of trim required.
Trim commands are monitored to ensure that the trim is in the
proper direction and is not on continuously. Pitch trim monitoring
operation is performed by the FCCs.
Pg. 66
CRJ 700/900/1000
FCC 1
TRIM
RATE
IOP TRIM
MONITOR
TRIM
DRIVE
L-FCC1
MAIN
PROCESSOR AP PITCH TRIM
IOC 1
TRIM COMPUTATIONS ARM UP
MONITOR AP ENGAGE CMD 28VDC DOWN
(PULSE DC)
+ 28 VDC
SERVO
SERVO TORQUE A
AMP A
SSCU 1
PFD 1/2
M ELEVATOR MCU
SERVO STAB
SSCU 2 HORIZONTAL STAB
FCC 2 TRIM ACTUATOR
SERVO SERVO
AMP B TORQUE B
ARM DOWN
+ 28 VDC CMD 28VDC UP
MAIN AP ENGAGE (PULSE DC)
PROCESSOR AP PITCH TRIM
IOC 2 COMPUTATIONS
TRIM
R -FCC1
MONITOR
TRIM
DRIVE
CR7/22-10-00-0001
IOP TRIM
MONITOR
TRIM
PFD 2/1 RATE
Figure 28 - Auto Pitch Trim Simplified Diagram
Pg. 67
CRJ 700/900/1000
AUTOPILOT PITCH TRIM MONITORING The main processor monitors the trim commands, trim motion
and pitch servo torque to identify the following possible faulty
Refer to figure 29.
conditions:
Trim monitoring is accomplished by the I/O processor
• The autopilot trim command output is on for more than 1 sec-
independently from the main processor that generates the trim
ond (command runaway)
commands. The I/O processor monitors the trim commands
issued by the main processor, trim rate feedback from the SSCUs • The autopilot is engaged, the pitch servo torque is greater
and elevator servo torque to determine the following faulty than 50 in-lb for more than 1.2 seconds and trim feedback
conditions: does not commence within 2.4 seconds, or trim feedback
ceases for 2.4 seconds (inoperative)
• Autopilot trim command is on continuously for more than 1.4
seconds (trim command runaway) • The autopilot is engaged, pitch servo torque is greater than 50
in-lb for more than 1.2 seconds and trim motion is in opposite
• Autopilot is engaged, pitch torque is greater than 50 in-lb for
direction of the commanded motion (runaway)
more than 1.2 seconds and trim feedback does not com-
mence within 2.1 seconds (inoperative trim) If any of the above conditions is detected, the TRIM FAIL signal
will be activated. This signal is sent to the EICAS to post the AP
• Autopilot is engaged, pitch servo torque is greater than 50 in-
PITCH TRIM CAS message. The system will be deactivated by
lb for longer than 1.2 seconds and trim motion is in a direction
disabling the trim actuator and fail the trim monitor discrete
opposite to the commanded motion (runaway)
outputs which will not be latched invalid.
If any of the above conditions is detected, computations activate
the TRIM FAIL signal which is sent to the EICAS to post a
message and the SSCUs to signal the failure. The trim system
will be deactivated by disabling the trim actuator and failing the
trim monitor discrete outputs. For runaway-type failures, the trim
monitor output discretes remain latched until the autopilot is
disengaged, even if the trim fault is cleared.
The main processor also performs pitch trim monitoring. A test is
performed each time the autopilot is engaged. If a fault is
detected, the TRIM FAIL signal will be activated.
Pg. 68
CRJ 700/900/1000
FCC 1
H S TRIM A
28 VDC
LATCH DATA BUS

SSCU 2
AP MON A
PITCH SVO MOTOR A/B 3
TRIM RATE
SVO MOTOR A/B 3 AP/YD
SSCU 1 28 VDC
BUS 1 SVO PWR A 3 MONITOR YD MON A
PWR A
AP/YD MON
CIRCUITS
A
SSCU 2 AP/YD MON
PITCH TRIM UP PWR IN (28 VDC)

PITCH TRIM UP
PITCH TRIM ARM UP A (28 VDC)
TRIM SSCU 1
MAN TRIM
DISENG A RELAY
AP ENG A
PITCH TRIM CMD DN A
DATA BUS LATCH
FCP (28 VDC/OPEN PULSES)
SSCU 2
AP ENG B MAN TRIM

DISENG B FCC 2
H S TRIM B
28 VDC
LATCH DATA BUS

SSCU 1
AP MON B
PITCH SVO MOTOR A/B 3
TRIM RATE
SVO MOTOR A/B 3
SSCU 2 28 VDC AP/YD
BUS 1 SVO PWR A 3 MONITOR YD MON B
PWR B CIRCUITS
AP/YD MON
B
SSCU 1 AP/YD MON
PITCH TRIM DN PWR IN (28 VDC)

PITCH TRIM DN
PITCH TRIM ARM DN B (28 VDC)
SSCU 2
CR7/22-10-00-0008
TRIM
RELAY
PITCH TRIM CMD UP B

DATA BUS LATCH (28 VDC/OPEN PULSES)
SSCU 1
Figure 29 - Autopilot Pitch Trim Monitoring
Pg. 69
CRJ 700/900/1000
AUTOPILOT PITCH TRIM INTERFACE

Refer to figure 30.
Test of the trim system is performed every time the autopilot is
engaged. Trim outputs are exercised to detect hardware failure. If
a failure is detected, the FCCs will prevent autotrim engagement
and will annunciate the trim failure on the EICAS.
The FCCs and SSCUs are integrated to operate according to the
following logic:
• Trim up arm and trim up command signals must both be valid
for the SSCUs to operate the HSTA. Lack of either signal
shuts the trim motion off
• Trim down arm and trim down command signals must both be
valid for the SSCUs to operate the HSTA. Lack of either signal
shuts the trim motion off
• The trim operation is inhibited by the absence of elevator
clutch power or lack of autopilot engage logic signal
• The SSCUs provide manual trim signals to disengage the
autopilot when manual trim is used
• The FCCs send a HS TRIM signal to the SSCUs when they
detect the flaps in movement. The I/O microprocessor moni-
tors the position of the flaps from the SFECU through the
DCUs and the IOCs. If the position varies by 1.5 degree per
second or more, it sends an HS TRIM command to the
SSCUs.
Autopilot trim fail signals are applied to the SSCUs to indicate
failure detected by the autopilot pitch monitor. Activation of the
signal causes the SSCUs to cease commanding trim.
Pg. 70
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 30 - Autopilot Pitch Trim Interface Diagram
Pg. 71
CRJ 700/900/1000
YAW DAMPER SYSTEM The yaw damper operation is controlled and monitored by two
flight control computers (FCCs). The FCCs are located in the card
GENERAL DESCRIPTION cage of the IAPS. The FCCs contain the servo amplifiers and
The yaw damper system stabilizes the yaw axis of the aircraft by servo monitors, which drive the linear servo actuators. Each FCC
moving the rudder to compensate for dutch roll. Dutch roll is a controls one linear servo actuator and monitors the proper
combined yaw and roll oscillation, which could lead to serious response of the servo loop. If a fault is found, the corresponding
control difficulties if it is not checked. Dutch roll is prevalent in yaw damper will not engage or it will disengage if it is already
swept-wing aircraft at high altitudes. engaged.
There are two aircraft rudder designs that require yaw Yaw Damper Control Panel
stabilization: The YAW DAMPER control panel is located on the center
• Electromechanical yaw dampers (CRJ700/900) pedestal in the flight compartment. The panel has two momentary
pushbutton switches labeled YD 1 and YD 2 respectively. These
• Command-by-wire rudder control system (CRJ1000) switches are used to independently engage the yaw dampers.
Both yaw designs provide yaw damping, and turn-entry and exit There is also a momentary pushbutton switch labeled DISC,
coordination. which is used to disengage both yaw dampers.
ELECTROMECHANICAL YAW DAMPERS (CRJ700/900) Yaw Damper Actuators
There are two independent yaw damper systems installed in the Two independent linear servo actuators provide a mechanical
CRJ700/900 aircraft. Both systems are normally used for full input to the rudder control system. The FCCs send signals to the
authority control. With one yaw damper system operational, only linear actuators to move the rudder. The actuators are installed in
half-authority control is available. Both yaw dampers are normally the vertical stabilizer. Each linear actuator has a DC torque motor,
used for manual or automatic flying. At least one operational yaw a ball-screw output ram, a motor-driven solenoid brake, and a
damper system is required for autopilot engagement and linear variable differential transducer (LVDT).
operation.
Refer to figure 31.
COMPONENTS
The electromechanical yaw damper system comprise the
following components:
• Two flight control computers
• One YAW DAMPER control panel
• Two yaw damper linear actuators
Flight Control Computers
Pg. 72
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 31 - Yaw Damper Components (CRJ700/900)
Pg. 73
CRJ 700/900/1000
OPERATION
Yaw Damper
Refer to figure 32.
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. 74
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 32 - Yaw Damper Operation (CRJ700/900)
Pg. 75
CRJ 700/900/1000
Rudder Servo Loops The mechanical output from both yaw damper systems is
Refer to figure 33. connected to a walking beam which is part of the rudder control
system. When both yaw dampers are operational, they have full
The rudder servo actuator controls the displacement of the authority (3.0°) over rudder deflection. When one damper is
aircraft rudder control surface. A computed servo command from operational, it only has half authority (1.5°).
the flight guidance is sent to the rudder servo system input. The
rudder servo loop processes the command and sends a yaw
damper (YD) drive signal to the rudder actuator.
The rudder servo command is sent through a cutout switch to the
input of the servo system. The command may be removed by the
flight guidance when a cutout condition is detected. The yaw
damper position feedback from the LVDT on the linear servo
actuator is also sent to the servo system. This signal has an
opposite sign to the command signal.
A summing circuit in the servo system subtracts the two signals
whose difference represents the servo error correction required to
properly position the rudder linear actuator. When the actuator
moves the aircraft rudder to the angular position specified by the
computed servo command, the summing circuit drops to zero and
the servo stops. The position feedback from the LVDT drives the
servo in the opposite direction when the command signal from the
flight guidance drops to zero. This also causes the rudder
actuator to move the rudder to the neutral position.
The linear actuator is a precise-drive mechanism used to control
the displacement of the rudder. The actuator consists of a
permanent magnet DC motor, a position transducer (LVDT), a
brake, and a gear train.
When the yaw damper is engaged, the 28 VDC YD engage
voltage releases the brake. The actuator ram extends when the
YD drive voltage is more negative than the YD drive reference.
When the actuator ram is extended, the position transducer
output is more positive than the reference. The position
transducer provides feedback to the FCC servo system.
Pg. 76
CRJ 700/900/1000
POSITION
CUTOUT FEEDBACK
LVDT
NO. 1 YAW
AHRS RATE FLIGHT SERVO SERVO CONT YD LINEAR
OR GUIDANCE SYSTEM ACTUATOR
IRS
SERVO
CMD YD ENG
SERVO YD MON A
MON
FLIGHT
GUIDANCE
MON 28 V DC
FCC 1
YAW DAMPER
PANEL WALKING RUDDER
BEAM SYSTEM
FLIGHT 28 V DC
GUIDANCE
MON
SERVO YD MON B
MON
SERVO
CMD YD ENG
YAW
NO. 2
RATE FLIGHT SERVO SERVO CONT YD LINEAR
AHRS
OR GUIDANCE SYSTEM ACTUATOR
IRS
LVDT
CR7/22-13-00-0004
CUTOUT POSITION
FCC 2 FEEDBACK
YAW DAMPER AIRFRAME
Figure 33 - Yaw Damper Simplified Diagram (CRJ700/900)
Pg. 77
CRJ 700/900/1000
Yaw Damper Engage Interlocks Engaging Yaw Damper 2

Refer to figure 34. The function of the engage interlocks for yaw damper 2 is similar
A yaw damper monitor in each FCC evaluates the operation of to that of yaw damper, but with different components and different
the rudder servo loop and the flight guidance yaw damper power source.
operation. When the monitor detects a valid operation, it provides
28 VDC valid signal to the YAW DAMPER control panel. Both
FCCs have identical monitors but they are identified as monitor A
for FCC 1 and B for FCC 2. Each yaw damper is independently
engaged, provided that the conditions are met individually.
Yaw damper 1 is engaged by pressing the momentary contact YD
1 ENG pushbutton. Yaw damper 2 is engaged by pressing the
momentary contact YD 2 ENG pushbutton. Both yaw dampers
are disengaged when the YD DISC pushbutton is pressed.
Engaging Yaw Damper 1
When YD monitor A in the FCC 1 is valid, it applies 28 VDC to the
YD disconnect switch in the YAW DAMPER control panel. This
switch is normally closed, providing a path to the YD ENG 1
switch in the same panel. This switch is normally open and closes
temporarily when engagement of yaw damper 1 is attempted.
When the switch is pressed, it applies power to engage the relay
associated with yaw damper 1.
Once the relay is energized, it locks in the energized position until
the YD DISC switch is pressed to disengage the system or a fault
is detected by the FCC’s (YD Mon invalid). When the relay is
energized, a set of contacts supply 28 VDC from the BATT BUS
to the YD actuator 1 to release the brake. 28 VDC from the BATT
BUS is also applied to the actuator directly to provide operating
power. Another set of contacts provides 28 VDC to both FCCs to
indicate that yaw damper 1 is engaged.
Pg. 78
CRJ 700/900/1000
Y/D ACT 1
Y/D 1 PWR
EQUIP
TRAY LHS
Y/D CONTROL PANEL Y/D 1 ENG
28 VDC (BRAKE)
BATT BUS FCC 1
FCC 1
Y/D 1 ENGAGE
Y/D FCP-SW-28 VDC A
DISC Y/D 2 ENGAGE
Y/D MON A
28 VDC
K58
Y/D 1
ENG
Y/D ACT 2
Y/D 2 PWR
FCC 2 EQUIP
TRAY RHS
Y/D 2 ENG
Y/D MON B 28 VDC (BRAKE)
BUS 2 FCC 2
28 VDC
Y/D 2 ENGAGE
FCP-SW-28 VDC B
Y/D 2 Y/D 1 ENGAGE
ENG
K59
CR7/22-00-00-0007
Figure 34 - Yaw Damper Engage Interlocks (CRJ700/900)
Pg. 79
CRJ 700/900/1000
COMMAND-BY-WIRE YAW DAMPERS Yaw Damper Control Panel

Two independent yaw damping functions are routed to three The YAW DAMPER control panel is located on the center
independent command-by-wire lanes. Each CBW lane is pedestal in the flight compartment. The panel has two momentary
comprised of a RCU and PCU. Both yaw damper functions and pushbutton switches labeled YD 1 and YD 2 respectively. These
three CBW lanes are normally used for manual or automatic switches are used to independently engage the yaw dampers.
flying. At least one operational yaw damper function and one There is also a momentary pushbutton switch labeled DISC,
command-by-wire lane is required for autopilot engagement and which is used to disengage both yaw dampers.
operation. Rudder Control Unit
Refer to figure 31. Three line replaceable RCUs located in the avionics bay receive
COMPONENTS the yaw command signals from the FCCs. The RCU consists of a
digital computer with a control and monitor processing channel.
The yaw damper system comprise the following components:
Each RCU controls one PCU and monitors the proper response
• Two flight control computers
of the PCU actuator command loop and FCC command signal. If
• One YAW DAMPER control panel a fault is found, the RCU ignores the FCC yaw command and the
• Three rudder control units corresponding PCU will not engage (damped bypass mode) or it
will disengage if it is already engaged.
• Three power control units
Power Control Unit
Flight Control Computers
Three independent PCUs provide the mechanical input of the
The yaw damper operation is controlled and monitored by two rudder. The RCUs send signals to the PCUs to move the rudder.
flight control computers (FCCs). The FCCs contain the yaw The PCUs are installed in the vertical stabilizer. Each PCU has a
amplifiers and monitors which send ARINC 429 command signals hydraulic ram and valve block, an engage solenoid, and a
and FCC status to 3 rudder control units (RCU). The RCU yaw feedback linear variable differential transducer (LVDT).
command signals are passed cross-channel and monitored by
the each RCU actuator position command loop. The FCCs and The PCU operates in two possible modes:
RCUs monitor the yaw command for proper response. If a fault is (1) PCU active mode. In active mode the solenoid valve
found, the corresponding yaw damper will not engage or it will (energized open) is energized and pressurizes the mode selector
disengage if it is already engaged. valve (MSV). The MSV is connected to the servo valve which is
electrically controlled by the RCU. The servo valve comprises a
LVDT for feedback monitoring purposes.
(2) PCU damping mode. In damping mode the solenoid is
switched off and the MSV is depressurized.
Pg. 80
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 35 - Yaw Damper Components
Pg. 81
CRJ 700/900/1000
OPERATION To manually disengage the yaw dampers, the DISC switch on the
Yaw Damping yaw damper panel is pushed. When the DISC switch is pushed,
the input voltage to the RCU is removed, the RCUs ignore FCC
Refer to figure 36. inputs, thus deactivating the yaw damper and turn coordination
The CBW RCUs electrically replace the mechanical yaw damper function. Disengagement of the two yaw dampers also
linear actuators function. The FCCs send digital yaw command disengages the autopilot. Automatic disengagement of a yaw
signals to the RCUs for dutch roll damping and turn coordination. damper occurs if a related failure is detected in the FCC or RCU.
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. 82
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 36 - Yaw Damper Operation (CRJ1000)
Pg. 83
CRJ 700/900/1000
Rudder Servo Loops CRJ1000 monitored by each RCU; an excessive error signal detected by
Refer to figure 37. the RCU will set the yaw damper capable bit invalid and cause
the FCC to command disengagement of the respective yaw
The yaw damper FCC command is sent to the command-by-wire damper channel.
RCU/PCUs to control the displacement of the aircraft rudder
control surface. Under normal operation the three RCUs are commanded by two
FCC yaw command signals. The FCC YD commands are
In the FCC the rudder servo command is sent through a cutout averaged by the RCUs when all of the following are true:
switch to the input of the servo system. The command may be
removed by the flight guidance when a cutout condition is • YD command status monitor on each FCC command is valid
detected. The Left and Right FCC system cross compare their • YD couple request bits from each FCC is true
respective yaw damper calculations. If the commands between
• No YD disconnect is detected
the two FCCs differ by a large amount (more than 1 deg/sec yaw
rate) for a certain period of time, both FCCs will disconnect the YD commands are single sourced when any of the following are
yaw damper (set status bit to 'false'). true:
The RCUs provide a YD capable bit related to each FCC channel • YD couple request bit is set on only one FCC command label
to the DCU which indicates that the RCU is valid and capable to and its command status monitor is valid and no YD disconnect
process YD commands. The YD capable bit is set true if the RCU is detected
is active (no failure detected) and if the ARINC input update
• YD command status monitors on one FCC command has
monitoring shows that data is received from the corresponding
failed and the other FCC command is valid and its couple
FCC channel.
request bit is set true and no YD disconnect detected
Following the FCC/RCU handshake process yaw commands
• At least one disconnect detected on only one FCC side and
from the FCC are sent to the CBW RCUs via the IOC HS
the other FCC command is valid and its couple request bit is
interface. To increase reliability the 4 IOCs signals are sent in a
set true
dual redundant pattern to the RCUs as follows:
A RCU couples to an FCC command when all of the following
YAW SIGNAL SOURCE FCC YAW SIGNAL SOURCE conditions exist:
LA and RB IOC 9 RCU 1 • the couple request bit is set true
LA and RA IOC 9 RCU2 • the YD command is valid (SSM and rate)
LB and RA IOC 9 RCU3 • no YD disconnect detected
The RCUs sum the yaw damper signal with the rudder pedal
command to drive the PCU actuator position command loop.
RCU rudder position feedback is obtained from the PCU ram
LVDT. The PCU yaw command and PCU feedback is cross
Pg. 84
CRJ 700/900/1000
A RCU de-couples from an FCC command when any of the

following conditions exist:
• The couple request bit is set false
• The YD command is failed (SSM or rate)
• Any YD disconnect detected
Each RCU limits yaw damping commands up to the authority
limit, depending on airspeed, between 2° and 3° of rudder surface
displacement.
When the three rudder PCUs are operational, they have full
authority (68.0°/sec) over rudder deflection. When two PCUs are
operational they have 54.0°/sec authority and with one PCU
operational, 35.0°/sec authority is available.
Pg. 85
CRJ 700/900/1000
Pg. 86
CRJ 700/900/1000
COMMAND BY WIRE RUDDER SYSTEM

CUTOUT
NO. 1 YAW
AHRS RATE FLIGHT SERVO YD1 CMD + YD COUPLE
OR GUIDANCE SYSTEM REQUEST + FCC STATUS RCU 1, 2, 3
IRS
SERVO
YD/RUD CMD + FB
CMD
SERVO
MON
FLIGHT
ENG
GUIDANCE
YD
MON
FCC 1 28 V DC
YD CAPABLE
YAW DAMPER
PANEL DCU
PCU 1, 2, 3
YD CAPABLE
28 V DC
ENG
FLIGHT
YD
YD/RUD CMD + FB
GUIDANCE
MON
SERVO
MON
SERVO
CMD
YAW
NO. 2
RATE FLIGHT SERVO YD2 CMD + YD COUPLE
AHRS
OR GUIDANCE SYSTEM REQUEST + FCC STATUS RCU 1, 2, 3
IRS
CR1/22-13-00-0001
CUTOUT
FCC 2
YAW DAMPER AIRFRAME
Figure 37 - Yaw Damper Simplified Diagram (CRJ1000)
Pg. 87
CRJ 700/900/1000
Yaw Damper Engage Interlocks Engaging Yaw Damper 2

Refer to figure 34. The function of the engage interlocks for yaw damper 2 is similar
A yaw damper monitor in each FCC evaluates the operation of to that of yaw damper, but with different components and different
the rudder servo loop and the flight guidance yaw damper power source.
operation. When the monitor detects a valid operation, it provides
28 VDC valid signal to the YAW DAMPER control panel. Both
FCCs have identical monitors but they are identified as monitor A
for FCC 1 and B for FCC 2. Each yaw damper is independently
engaged, provided that the conditions are met individually.
Yaw damper 1 is engaged by pressing the momentary contact YD
1 ENG pushbutton. Yaw damper 2 is engaged by pressing the
momentary contact YD 2 ENG pushbutton. Both yaw dampers
are disengaged when the YD DISC pushbutton is pressed.
Engaging Yaw Damper 1
Refer to figure 35.
When YD monitor A in the FCC 1 is valid, it applies 28 VDC to the
YD disconnect switch in the YAW DAMPER control panel. This
switch is normally closed, providing a path to the YD ENG 1
switch in the same panel. This switch is normally open and closes
temporarily when engagement of yaw damper 1 is attempted.
When the switch is pressed, it applies power to engage the relay
associated with yaw damper 1.
Once the relay is energized, it locks in the energized position until
the YD DISC switch is pressed to disengage the system or a fault
is detected. When the relay is energized, a set of contacts supply
28 VDC from the BATT BUS to the RCUs YD 1 control and
monitor circuits to enable yaw damper signal processing by the
CBW rudder system. Another set of contacts provides 28 VDC to
both FCCs to indicate that yaw damper 1 is engaged.
Pg. 88
CRJ 700/900/1000
EQUIP
TRAY LHS
RCU 1
Y/D 1 ENG CONTROL
Y/D CONTROL PANEL Y/D 1 ENG MONITOR
28 VDC
BATT BUS FCC 1 Y/D 2 ENG CONTROL
FCC 1 Y/D 2 ENG MONITOR
Y/D 1 ENGAGE
Y/D FCP-SW-28VDC A
DISC Y/D 2 ENGAGE
Y/D MON A
28 VDC
K58
Y/D 1 RCU 2
ENG
Y/D 1 ENG CONTROL
Y/D 1 ENG MONITOR
EQUIP
TRAY RHS Y/D 2 ENG CONTROL
FCC 2 Y/D 2 ENG MONITOR
Y/D MON B 28 VDC

BUS 2 FCC 2
28 VDC
Y/D 2 ENGAGE
FCP-SW-28VDC B
Y/D 2 Y/D 1 ENGAGE
ENG RCU 3
Y/D 1 ENG CONTROL
K59 Y/D 1 ENG MONITOR
Y/D 2 ENG CONTROL

Y/D 2 ENG MONITOR
CR1/22-00-00-0010
Figure 38 - Yaw Damper Engage Interlocks (CRJ1000)
Pg. 89
CRJ 700/900/1000
AFCS SYSTEM INTERFACE EICAS MESSAGES

DESCRIPTION The following table lists EICAS messages associated with the
AFCS and a brief explanation of their logic.
Refer to figure 39.
The following illustration presents a simplified comprehensive MESSAGE TYPE LOGIC
interface diagram of the AFCS system. It shows the interface
between the AFCS components and the external systems. AFCS MSG Warning All AFCS (IAPS) data buses invalid
FAIL
The FCP sends outputs to the DCPs, ARPs, FCCs and servos. It
receives inputs from the FCCs, the TO/GA switches, the control CONFIG AP + Warning Autopilot engaged on ground and L
wheels and the stall protection system. Voice “Config and R engines >70% N1
Autopilot”
The FCCs receive inputs from the AHRS/IRS, the FCP, the
servos, the YAW DAMPER control panel, the spoiler stabilizer AP PITCH Caution Autopilot pitch trim failure alert
control unit (SSCU), the yaw damper actuators or RCUs and the TRIM detected by any IAPS quadrant
IAPS. They send outputs to the servos, the yaw damper actuators WARNING
or RCUs, the SSCU, the FCP, the IAPS and the YAW DAMPER AP TRIM IS Caution Mistrim condition detected by any
control panel. The FCCs communicate with each other through LWD IAPS quadrant (left wing down)
the crosstalk bus.
AP TRIM IS ND Caution Mistrim condition detected by any
IAPS quadrant (nose down)
AP TRIM IS NU Caution Mistrim condition detected by any

IAPS quadrant (nose up)
AP TRIM IS Caution Mistrim condition detected by any

RWD IAPS quadrant (right wing down)
YAW DAMPER Caution Both yaw dampers are not engaged

or all IAPS input buses are invalid
YD1(2) INOP Status Yaw damper 1(2) off or failed but yaw
damper 2(1) operative
FD1(2) FAIL Status Loss of mode data from one FCC but
the other FCC operative
Pg. 90
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 39 - AFCS System Interface
Pg. 91
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.
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. 92
CRJ 700/900/1000

AP ENG SPD DOWN

CR7/45-00-00-c079
UP
Figure 40 - FCC Diagnostics Selection
Pg. 93
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 41.
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 the
The name column lists five report mode parameters. The LEFT number 1 and number 2 FCC computers. The cursor always
and RIGHT code columns display the hexadecimal code from displays at the left edge of the name column. The cursor indicates
FCC 1 and 2. which signal line is active. The SOURCE LRU (BUS WORD) lists
the name of the LRU that supplies each input signal, the data bus
The most useful report mode parameters are described below. If
(IOC-3, AHC-1 etc.) that supplies the input to the FCC, and the
any code is nonzero, refer to the applicable diagnostics summary
octal label of the data 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 2 computers. The cursor always displays at the left
• YD ENG CODE explains why the yaw damper will not
edge of the name column. The cursor indicates which signal line
engage. It lists all conditions currently preventing YD engage
is active. 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. 94
CRJ 700/900/1000
T
BR
T
BR
T
BR
CR7/45-00-00-c089
Figure 41 - FCC Diagnostics
Pg. 95
CRJ 700/900/1000
Pg. 96

ATA 22 Autoflight R03a

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CRJ700/900/1000

Table of Contents Technical Training ATA 22

INTRODUCTION SPEED AND ATTITUDE CORRECTION

INTEGRATED AVIONICS PROCESSOR SYSTEM

AUTOMATIC FLIGHT CONTROL SYSTEM

Page Intentionally Left Blank

INTEGRATED AVIONICS PROCESSOR FLIGHT CONTROL COMPUTERS (FCCs)

ICC - IAPS CARD CAGE

Figure 1 - Integrated Avionics Processor Assembly

COMPONENTS AIL FCS Power to aileron servo

IEC Power to IEC cooling fan

TABLE 1: FUNCTIONS OF LHP LEDS

Page Intentionally Left Blank

IAPS I/O PROTECTION IAPS MODULES

Figure 3 - IAPS I/O Protection

INPUT/OUTPUT CONCENTRATORS (IOC-4100/4110)

Page Intentionally Left Blank

Figure 5 - Input Output Concentrator

POWER SUPPLIES (PWR-4000)

Figure 6 - IAPS Power Supply (PWR)

Page Intentionally Left Blank

RECT / REG FCP

OVER TEMP MON

Figure 7 - IAPS Power Supply

CONFIGURATION STRAPPING UNITS (CSU-4100)

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-4000)

Figure 9 - IAPS Environmental Controller

12 VDC QA PWR +28 VDC

QA TEMP 10V REF -40°C PWR V PWR

Figure 10 - IAPS Environmental Controller

IAPS Status Any IAPS GP-5 bus failed and aircraft

IAPS Status Own or cross-side power supply

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 11 - IAPS Interface

AUTOMATIC FLIGHT CONTROL SYSTEM AUTOPILOT TRIM

Page Intentionally Left Blank

FLIGHT DIRECTOR FLIGHT CONTROL COMPUTERS (FCC-4010)

Figure 12 - Flight Director Components

COURSE 1 AP/FD HEADING ALTITUDE

Page Intentionally Left Blank

SELECTION MODE SELECTION

COURSE & HEADING COURSE & HEADING

DISCONNECT 28 VDC DISCONNECT

COMMAND HEAD RATE & RATE & HEAD COMMAND

Figure 14 - Flight Director Operation

DESELECTION LATERAL FLIGHT DIRECTOR MODES

Page Intentionally Left Blank

LATERAL AUTOPILOT OPERATIONAL LATERAL AUTOPILOT OPERATIONAL

Red Autopilot disengage warning (FCC 1

SYNC Amber Flight director synchronization in

TO Green Lateral takeoff mode (displayed in

Green Vertical takeoff mode (displayed in

INDICATION COLOR DESCRIPTION INDICATION COLOR DESCRIPTION

DR White Dead reckoning operation GP White Vertical navigation GP mode armed

INDICATION COLOR DESCRIPTION

VALTS Amber Vertical navigation ALT preselect mode

VALTV CAP Green Vertical navigation FMS ALT mode