The CRJ200 Quicknotes Study Guide

FLIGHT CONTROLS REVIEW

The primary flight controls are arranged conventionally with rudder pedals and a control wheel and
column for both the pilot and copilot. Movement of the cockpit controls is transmitted mechanically
via cable and/or pushrods to the aileron, elevator and rudder power control units (PCUs) that
hydraulically move the control surfaces. Spoilerons are moved hydraulically but are electronically
controlled using fly-by-wire technology.

PRIMARY FLIGHT CONTROLS

• AILERON
–– Mechanically controlled and hydraulically actuated
–– Dual hydraulic Power Control Units (PCU’s) – 2 PCU’s operate EACH aileron
–– 1 aileron FLUTTER DAMPER per aileron acts as a gust lock on ground
–– 2 separate cable runs with a torque tube that couples both ailerons
–– Uncommanded PCU Displacement – Uncommanded Roll

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 The CRJ200 Quicknotes Study Guide

• 1 PCU is “RUNNING AWAY” on the aileron which forces the aileron to potentially
go to full deflection. You compensate by turning opposite the runaway PCU. This results
in a “SHEAR” force between the 2 plates of the “TENSION REGULATOR” device.
When these plates move in opposite directions – a Bungee Breakout Switch transfers
control of both spoilerons to the operable side.
• During the PCU Runaway (Uncommanded Roll), the Bungee Breakout Switch sends a
signal to the Spoileron Electronic Control Unit (SECU) which interprets the signal and
commands both spoilerons to respond to inputs from the operable control wheel.
• System AUTOMATICALLY transfers control of BOTH spoilerons to OPERABLE
SIDE
• GREEN PLT ROLL or COPLT ROLL switchlight on glareshield panel will
illuminate on the side that has roll control
–– Tension Regulator/ANTI-JAM protection – Aileron Jam
• Left and Right sides can be disconnected and operated INDEPENDENTLY
• Pull “ROLL DISCONNECT” handle
• Each side still in control of their respective spoileron
• CP controls Left Aileron/Right Spoileron
• FO controls Right Aileron/Left Spoileron
• “SPOILERONS ROLL” Caution Message and ROLL SEL switchlight will illuminate
within 20 seconds if unjammed side is not selected
• PLT ROLL or CPLT ROLL will illuminate on switch
• Pressing switchlight transfers control of BOTH spoilerons to operable side
• SPOILERON
–– Assist ailerons with roll control
–– Dual hydraulic Power Control Units (PCU’s) – 2 PCU’s operate EACH spoileron
–– “FLY-BY-WIRE”
–– 2 SECU’S – Interpret control wheel displacement and calculates spoileron displacement
–– SECU sends signal to PCU for operation
–– Roll assistance to DOWN wing only
• ELEVATOR
–– Mechanically controlled and hydraulically actuated
–– Powered by ALL 3 HYDRAULIC SYSTEMS – 3 PCU’s operate each the left and right
elevator
–– Can be disconnected in event of a CABLE JAM and operated independently – torque tube
disconnects and results in reduced pitch control
–– PCU JAM – Other 2 PCU’s will override a single, jammed PCU
• RUDDER
–– Mechanically controlled and hydraulically actuated
–– Powered by ALL 3 HYDRAULIC SYSTEMS – 3 PCU’s operate the rudder
–– 2 separate cable runs from pedals to aft quadrant where summing mechanism takes dual
control inputs and converts to a single output to ALL 3 PCU’S
–– ANTI-JAM – Mechanism allowing operation of rudder if 1 cable run jams
–– PCU-JAM – Load limiter isolates faulty PCU and allows operable PCU to move rudder

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 The CRJ200 Quicknotes Study Guide

SECONDARY FLIGHT CONTROLS

• AILERON TRIM
–– ELECTRICALLY controlled
–– Operated by a trim switch on center console and by the Autopilot when engaged
–– Biasing control cables – Control wheels are moved with operation of aileron trim
–– Ground – GREEN (neutral), WHITE (non-neutral), Flight – White
–– “ARTIFICIAL FEEL” units provide feedback and act as control centering devices
• RUDDER TRIM
–– ELECTRICALLY controlled
–– Does NOT cause rudder deflection
–– Pilot controlled trim actuator repositions the neutral rudder position to achieve desired trim
• HORIZONTAL STAB TRIM
–– Provides trim by varying the angle of incidence of the ENTIRE HORIZONTAL STAB
–– ELECTRICALLY controlled by an electrically driven dual DC motor jackscrew
–– 2 input channels to HTSCU (Horizontal Stab Trim Control Unit) – Channel 1 and 2
–– ONLY way to disconnect STAB TRIM – PITCH/TRIM DISC switches on top of either
control yoke
–– Horizontal Stabilizer Trim Control Unit (HSTCU) TRIM INPUT ORDER OF
PRIORITY
1. PILOT TRIM – High Speed Movement
2. CO-PILOT TRIM – High Speed Movement
3. AUTO TRIM (AFCS) –
• Flaps Stationary – SLOW speed movement
• Flaps Moving – HIGH speed movement
• Manual Trim Switch – If move 1 of 2 sides – AP WILL DISCONNECT
4. MACH TRIM – Automatic SLOW speed movement if HAND FLYING above M 0.40
• Both channels of the STAB TRIM need to be powered and 1 engaged to engage
MACH TRIM
• MACH TRIM will disengage when STAB trim is disconnected
• GROUND SPOILERS – Powered by a single PCU from the SECU
• FLIGHT SPOILERS
–– 8 total detent positions – MAX DEFLECTION = 50O deflection
–– SECU sends electrical signal to spoiler actuators based upon lever position on flight deck
–– 2 PCU’s actuate each flight spoiler
–– PCU’s are COMPLETELY ELECTRICALLY CONTROLLED – “FLY-BY-WIRE”
• INBOARD/OUTBOARD FLAPS
–– 2 channel FLAP ECU monitors flap handle position and commands power drive unit to
ELECTRICALLY drive flaps
–– PCU drives flexible drive shaft (1 each wing) and 2 actuators for each flap panel
–– GATED at 8 and 20
–– Double slotted
–– If we lose 1 FLAP ECU, flaps revert to “FLAPS HALF SPEED”

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 The CRJ200 Quicknotes Study Guide

GROUND LIFT DUMP (GLD)

• Components:
–– IB/OB GROUND SPOILERS
–– FLIGHT SPOILERS
–– SPOILERONS

• CONDITIONS FOR ARMING GLD:

–– GLD switch to AUTO
–– L and R N1 > 79.1%

• CONDITIONS FOR GLD DEPLOYMENT:

–– L and R Thrust – IDLE

Then 2 of the following 3:

–– L (or R) MLG W-ON-W
–– Wheel Speed > 16 kts
–– RA < 5’

• GROUND AND FLIGHT SPOILERS

–– L and R Thrust – IDLE

Then 2 of the following 3:

–– L (or R) MLG W-ON-W
–– Wheel Speed > 16 kts
–– RA < 5’

• SPOILERON DISPLACEMENT
–– L and R Thrust – IDLE
–– L and R MLG W-ON-W, plus

Then 1 of the following 2:

–– Wheel speed > 16 kts or
–– RA < 5’

• AUTOMATIC RETRACTION during GO-AROUND

–– GLD Switch to AUTO
–– L (or R) TL > Minimum Takeoff Thrust

• AUTOMATIC RETRACTION after LANDING

–– GLD Switch to AUTO
–– L (or R) engine < Minimum Takeoff Setting
–– Wheel speed < 45 knots for ≥ 10 seconds
–– Deploy logic met – Aircraft on the ground for 40 seconds

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 The CRJ200 Quicknotes Study Guide

STALL PROTECTION SYSTEM (SPS)

• Pressing AP/SP DISC switch on yoke – MOMENTARILY disconnects the stick pusher
• BOTH stall PTCT PUSHER switches must be on for stall system/test to work (EITHER
OFF disables pusher)
• DUAL channel computer – Both must agree on stall before activated
• STALL WARNING INDICATIONS
–– STICK SHAKER
–– CONTINUOUS IGNITION
–– AP DISCONNECT
–– AURAL WARBLER
–– RED STALL LIGHT FLASHES (RED UPON STICK PUSHER ACTIVATION)
–– STICK PUSHER
• SPS TRIP POINTS
–– AUTO IGNITION
–– SHAKER
–– A/P DISENGAGED
–– WARBLER SOUNDS, STALL LIGHT FLASHES, PUSHER ACTIVATES

YAW DAMPERS
• Dual yaw dampers receive inputs from FCC’s to improve directional stability and turn
coordination
• Used to prevent DUTCH ROLL
• 1 YD needed for AUTOPILOT OPERATION
• 2 yaw dampers attached to rudder push rod assembly – move PCU’s as required
• Controlled by 2 channel yaw damper computer
• If both channels disengaged/inoperative – YD (AMBER) PFD, YAW DAMPER Caution
Message

EICAS
• Aileron and rudder trim pointers will be WHITE if W-OFF-W and GREEN if W-ON-W
• FLUTTER DAMPER (AILERON OR ELEVATOR)
–– Displayed when flutter damper has failed or has low hydraulic fluid
–– FLUTTER DAMPER status message
–– Acts as a gust lock on the ground
• SPOILER SYMBOLS/MESSAGES
–– AMBER X – Input data invalid but spoiler may operate normally
–– Spoiler outline AMBER – SECU’s or PCU’s have FAILED and get a Caution Message
–– Spoiler outline WHITE – Loss in redundancy in spoiler
• FLAP SYMBOLS/MESSAGES
–– GREEN outline – Both channels in FECU are operative
–– WHITE outline – 1 channel in FECU is operative – “FLAPS HALF SPEED”
–– AMBER outline – Invalid data

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 The CRJ200 Quicknotes Study Guide

• MACH TRANSDUCERS
–– Supply primary Mach data to SPS computer
–– Can be isolated from pitot/static system by selector valves if one Mach Transducer should
fail

• PSS and PSEU Description - The proximity sensing system (PSS) consists of the proximity
sensing electronic unit (PSEU), proximity sensors, proximity switches and microswitches. The
PSS sequences the landing gear operation. It also monitors the aircraft doors, ground spoilers,
thrust levers, parking brake and flap position.

• Components and Operation of PSEU - The proximity sensing electronic unit (PSEU) receives
data from various microswitches, proximity sensors and switches. The PSEU processes the
information to sequence the landing gear and program other aircraft configurations for flight
and ground operations. In the case of the landing gear, the PSEU monitors the position of
the landing gear, nose doors, uplocks and downlocks. It also electrically controls the hydraulic
selector valves during normal landing gear extension and retraction. After takeoff, the PSEU
disables the anti-skid and nosewheel steering systems. At touchdown it rearms the systems
for use during the landing roll and taxi. PSS proximity sensors and switches look different but
provide the PSEU with the same type of information. The sensors and switches measure the
physical relationship between two aircraft components. If the components are close, the sensors
or switches provide a “near” signal. If the components are separated, a “far” signal is generated.
The PSEU processes this information to command landing gear and other aircraft systems’
operation. As a rule, proximity switches are used on door handles where vibration-induced
motion can alter the preset spacing between components.

CRJ700 SYSTEM DIFFERENCES

• No elevator flutter dampers, ailerons still use flutter dampers
• Multifunction spoilers (MFS), two outboard panels on each wing
–– MFS are considered primary flight controls because they assist in roll response at a lower
airspeed
–– Asymmetric deployment of paired set of MFS on each wing
–– Panel extension is based upon a lookup table inside the SSCU’s
• MFS are also considered secondary flight controls because they act as flight spoilers
• The pilot/flight spoilers interaction is the same as the CRJ200 except:
–– Symmetrical deployment of all 4 MFS panels in response to flight spoiler lever selection
–– Panel extension is based on a lookup table in the SSCU’s
• The MFS are powered by 2 hydraulic systems but only one PCU per panel
• Rudder Travel Limiter (RTL)
–– The RTL prevents overstressing of the vertical stabilizer during flight
–– The RTL is SSCU controlled, RTL operation is a function of:
• W-ON-W
• Airspeed
• Slat/Flap position

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 The CRJ200 Quicknotes Study Guide

• Engine State (OEO)

• Rudder travel is limited when “in flight condition” exists (2 - 3 seconds after lift-off to
touchdown)
–– Rudder travel limit is automatically programmed (3-33 degrees)
• The in flight programmed rudder travel limit is a function of:
–– Airspeed
–– Flap position
–– Engine operation
• Spoiler Stabilizer Control Unit (SSCU) - similar to the SECU in the CRJ200, controls the
following:
–– Multifunction spoilers (MFS)
–– Inboard and outboard GLD panels
–– Horizontal stabilizer trim
–– Rudder travel limiter (RTL)
• Two separate SSCU’s
–– Two redundant modules within each SSCU
–– Independent operation
• Horizontal Stab Trim
–– Controlled by SSCU 1 and SSCU 2
–– Green takeoff range from 3.5 to 11.5 in increments of 0.1
• Three levels of automatic power up self-testing of SSCU’s
1. Computer power on self-test (CPOST)
• Checks computer integrity at initial power up on the ground
• The test is automatic and requires no pilot action
2. System power on self-test 1 (SPOST 1)
• Checks system integrity
• The test is automatic and requires no pilot action
3. System power on self-test 2 (SPOST 2)
• Pilot initiated during originating check by selecting the hydraulic switches to pressurize
all three hydraulic systems and by engaging the horizontal stabilizer trim.
• Continuous built in test (C-BIT)
–– SSCU and associated Systems are continuously monitored during
• Three slat panels on each wing leading edge
• Two levels of extension (20 and 25)
• Slats are anti-iced with engine bleed air
• Slat operation controlled by 2 Slats/Flaps Electronic Control Units (SFECU)
• AC motors mounted on a common slat gearbox (PDU)
• Torque tubes and mechanical actuators are used to extend and retract the slats
• Two slat extension positions:
–– Slats/Flaps lever at 1 or 8, the slats are at 20 degrees
–– Slats/Flaps lever at 20, 30 or 45 - slats are fully extended to 25 degrees

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 The CRJ200 Quicknotes Study Guide

• Slat position presented on both the primary and flight control synoptic page
• During extension the slats extend before the flaps
• During retraction, the slats are last to retract
• Slats on each wing are mechanically linked
• If a slat actuator becomes unserviceable, the adjacent slat panels will drag the affected slat to the
commanded position
–– EICAS status message indicates slat disconnect sensor open
• If an asymmetric slat condition is detected between wings, the slat brakes are applied to lock the
slats in the failed position
–– EICAS Caution Message is presented in case of failure
• EMER FLAP switch provides limited flap selection in the event of a mechanical failure of the
SLATS/FLAPS lever
• EMER FLAP switch’s input to the SFECU overrides the flap control lever input
–– Slats extend fully to 25 degrees
–– Flaps move to 20 degrees
–– EMER FLAP switch is inhibited above 230 KIAS indicated airspeed (VFE)

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