Pilot Reference Manual

AUTOMATIC FLIGHT CONTROLS SYSTEM

Automatic Flight Controls System

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 Pilot Reference Manual

Introduction
The Automatic Flight Control System (AFCS) provides integration of the
Flight Director and Autopilot Systems.
The AFCS controls and supplies information to:
• dual independent flight directors
• two-axis autopilot
• automatic pitch trim
• two independent yaw dampers
When the autopilot is engaged, the AFCS maneuvers the aircraft while the
pilot monitors the flight path by observing the flight guidance information
presented on the EFIS displays.
When the autopilot is disengaged, the pilot manually flies the aircraft in
response to guidance provided by the command bars on the PFD.
The AFCS consists of the following system components:

• flight control panel (FCP)

• flight control computers (FCC)
• autopilot servo motors (2)
• yaw dampers (2)

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Integrated Avionics Information Processing

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

Components and Operation

Internally, the IAPS houses a number of computers and other electronic
components. The IAPS circuitry allows the computers contained within to
communicate both internally and externally with other aircraft electronic
components via a common data bus.
Flight Control Computers 1 and 2 (FCC) are mounted inside the IAPS and
are the main AFCS microprocessors. The FCCs process attitude and
heading reference (AHRS) and air data computer (ADC) information to
calculate flight path and flight guidance parameters. The FCCs also receives
information via the IAPS from:
• flight control panel
• EICAS data concentrator units (DCU)
• radio systems
• flight management computer(s) (FMS)
The FCCs provide instructions via the IAPS to:
• flight control panel
• flight directors on the PFDs
• yaw dampers
• autopilot servo motors

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Flight Directors (FD)

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

Components And Operations

There are two independent flight directors, FD1 and FD2. In most flight
director modes only one FD provides flight guidance to the primary flight
displays. The other FD operates as a standby. To provide system
redundancy and ensure accuracy of the flight guidance data, the active and
standby FDs continuously crosstalk.
If the pilot has control of the aircraft, FD1 is normally selected as the active
flight director. If the copilot is flying, the transfer (XFR) pushbutton is
selected and FD2 becomes the active flight director.
If the active flight director fails, a red boxed FD appears on the PFD and a
white FD1(2) FAIL EICAS status message is displayed. Selecting the XFR
pushbutton on the FCP deselects the failed flight director and allows the
standby flight director to become active.
Both FDs become active and supply guidance instructions to their
associated PFD when in the following modes:
• takeoff (TOTO) mode
• approach (APPR) mode
• go-around (GAGA) mode
When operating independently, flight control computer 1 controls flight
director 1 and displays guidance instructions only on PFD 1. FCC2 controls
flight director 2 and displays guidance instructions only on PFD 2.

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Flight Director Command Bars
The flight directors provide visual pitch and roll control guidance by means
of inverted V-shaped command bars on the ADI of the PFD. The flight
director command bars provide visual guidance to the pilot regardless of the
autopilot engagement mode.

Command bars

5000
ROLL
PTCH
2
300

60 10 1
200

40
100
VT 180
V2 142 10 000
VR 131
V1 126

Figure 2.1 Flight Director Command Bars

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Flight Mode Annunciator (FMA)
Vertical and lateral FD modes are presented in the flight mode annunciator
displayed on each PFD. The FMA is located above the blue attitude portion
of the raster.
The FMA is divided into two fields separated by a vertical cyan line. The
field to the left of the vertical cyan line is the active or captured field and to
the right of the cyan line is the armed field. Each field presents lateral and
vertical mode indications.

FMA Active/Captured Field

The left field indicates the flight director modes that are capturing or active.
Vertical and lateral modes that are capturing or active are represented by a
green text message that flashes for 5 seconds then changes to a steady
green text.
There are two lines of information. The bottom line presents the capturing or
active FD’s vertical mode. The top line is used to display the active FD’s
lateral mode.
When an active vertical or lateral mode becomes invalid, a red line appears
through the mode affected.

FMA Armed Field

The right field of the FMA represents FD modes that are armed only. The
modes are presented as white text messages on two lines.
Vertical modes are presented on the bottom line while lateral modes are
directly above.

Capture/Active Armed
Field Field

5000
FMS 1
CLB 200 ALTS
260
Figure 2.2 FLight Mode Annunciator
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Flight Control Panel (FCP)

The FCP is the mode selection panel that selects and controls the flight
director and autopilot functions. The FCP is located on the glareshield and
is accessible to both pilots. The FCP is divided into four distinct areas. Each
area is defined by the functions that it performs. The areas are:
• flight director/course selector
• autopilot
• vertical modes
• lateral modes

FCC Status Indicator Lights

There are two green FCC status indicator lights, one on either side of each
mode pushbutton. When a pilot selects a FCP pushbutton, the request is
sent to both FCCs. When the FCCs determine that conditions are correct for
the selected mode, they send acknowledgement signals back to the FCP
and illuminate the green lights on either side of the selected mode
pushbutton.
The left light indicates that FCC 1has acknowledged the request. The right
light indicates that FCC 2 has acknowledged the request.

FD Pushbuttons
The FD pushbuttons are used to turn off the flight directors. If flight director 1
is active, pressing the copilot’s FD pushbutton removes the command bars
from PFD 2 only. If flight director 2 is active the pilot’s FD pushbutton will
remove the command bars from PFD 1, the command bars remain on PFD
2.
Pressing the FD pushbutton associated with the active flight director will
remove the command bars, and vertical and lateral guidance information
from both PFDs.
If the autopilot is engaged, pressing the on-side FD pushbutton will not
disengage the autopilot. Pressing the off-side FD pushbutton will disengage
the its respective FD only.

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CRS1 DOWN CRS2

AP ENG XFR SPEED APPR HDG NAV ALT VS
US US
H

H
P

P
IR C IR C
D

D
T

T
E E
SPEED HDG ALT
FD AP DISC TURB B/C 1/2 BANK FD
US US

A CH

H
P

P
IA
AN C E

L
C
M Y NC

S
S
UP

Figure 2.3 Flight Control Panel

Course Select Knob

The course select knobs are used to set the course arrow when navigating
with a VOR or localizer. CRS1 when rotated changes the pilot’s selected
course as displayed on his primary flight display. A course arrow and digital
course readout on PFD 1 indicate the course setting. The pushbutton in the
center of the knob when pressed causes the course pointer and digital
readout to indicated the zero deviation course to the tuned VOR station.
The copilot’s knob operates in an identical manner.

Autopilot/FD Transfer Switch

In most phases of flight, only one flight director is active. The other FD
operates as a standby. The XFR transfer switch allows the pilots to select
the active flight director.
Normally, if the pilot is hand flying, FD1 is selected and a white arrow on
each ADI points to the left. A green FD1 message is displayed beneath the
copilot’s flight mode annunciator.
If the copilot is hand flying, the XFR pushbutton is pressed to make FD 2
the active flight director. A green FD 2 message appears beneath the pilot’s
FMA and a white arrow on each ADI points to the right.
Green lights are illuminated on each side of the XFR pushbutton. If the
autopilot is engaged, the XFR pushbutton is used to determine which flight
director provides guidance to the autopilot.
In some phases of flight, both flight directors are active. If the autopilot and
both flight directors are off, the white arrow provides the pilots with an
advisory message. This message advises the pilot as to which flight director
will be active when single FD operation is reestablished.

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CRS 1
Sets the pilot’s course pointer.
Pushing the knob points the course
pointer directly toward the station CRS 2
XFR Sets the copilot's
Changes the flight course pointer.
guidance commands
from FCC 1 to FCC 2.

CRS1 CRS2
AP ENG XFR
US US
H

H
P

P
IR C IR C
D

D
T

T
E E

FD AP DISC TURB FD

FD
Removes the flight director
commands from the PFD
on the uncoupled side.

Figure 2.4 FCP Course and Autopilot Controls

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Flight Director Synchronization Switch (FD SYNC)
The Flight director SYNC switch synchronizes the FD’s command bars to
the vertical and lateral aircraft values present at the time of selection. When
the SYNC switch is pressed and held, synchronization is annunciated with a
yellow SYNC message in the armed field of the FMA. The message will
remain for 3 seconds or until the sync switch is released, whichever is
longer. The flight director sync switches are operative only when the
autopilot is off. Pushing either of the FD SYNC switches will have no effect
when the autopilot is engaged.

SYNC (amber)
Repositioned
Flight Director Sync
Switch (black)
SYNC Used when autopilot is
not coupled, to
synchronize vertical
and lateral references
to those currently
Primary Flight Display (2) flown.
Pilot's and Copilot's Instrument Panel
Note:
SYNC appears on PFD
when sync switch
pushed.

Forward Surface
Pilot's Control Wheel
(Copilot's Opposite)

Figure 2.5 Flight Director Sync. Switch

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Flight Director Lateral Modes

There are eight lateral FD modes.

• TO (takeoff)
• ROLL
• HDG (heading)
• NAV (navigation,ie. FMS,VOR)
• GA (go around)
• APPR (approach)
• BC (back course)
• GA (go around)
• 1/2 BNK (half bank)
Lateral modes are armed or activated by pushbuttons on the flight control
panel or thrust levers. Disabling the active lateral mode is accomplished by
re-selecting the active FCP pushbutton or by selecting another lateral mode.

Approach Heading Navigation

APPR HDG NAV

HDG
B/C 1/2 BANK
US
H
P

YNC
S

Take-Off / G0-Around
Back/Course ½ Bank (TOGA) Switches
Momentary pushbutton
switches. These switches
are associated with the
take-off / go-around mode
of the flight director system.
Figure 2.6 FCP Lateral Modes

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Take-Off / G0-Around
(TOGA) Switches
Momentary pushbutton
switches. These switches
are associated with the
take-off / go-around mode
of the flight director system.

Figure 2.7 TOGA Switches

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Lateral Takeoff Mode

Pushing one of the TOGA switches, prior to commencement of the takeoff
roll, activates the lateral and vertical takeoff modes.
The lateral takeoff mode generates a heading hold command once airborne.
The heading hold is based upon the actual aircraft heading at the moment of
weight off wheels. The mode has a 5 degree bank angle authority.
Lateral takeoff mode is annunciated by a green TO message in the lateral
active field of the FMA.

Take-off Mode

5000
TO
TO
2

Figure 2.8 Lateral TO Mode

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Roll Mode
Roll mode is the default lateral mode of the flight director. When the
autopilot is engaged and no other lateral mode is selected, the flight director
automatically defaults to the basic ROLL mode. If at the time of autopilot
engagement, the bank angle is less than 5 degrees, the aircraft rolls level. If
the bank angle is greater than 5 degrees, the flight director maintains the
bank angle sensed at time of engagement.
The FD automatically defaults to the basic roll mode when NAV mode is
being used and the navigation source is lost.

Lateral Roll Mode

5000
ROLL
PTCH ALTS
2

Figure 2.9 Lateral Roll Mode

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Heading Select Mode

The HDG pushbutton and knob generate commands to capture and
maintain a pilot selected heading. Selected headings are displayed by a
digital heading readout and heading bug on the PFD.
Heading select mode is selected by pushing the HDG pushbutton on the
FCP. The HDG knob is used to change the selected heading command.
Pressing the pushbutton in the center of the knob resets the heading bug
and digital readout to the current aircraft heading.
Heading select mode is indicated by a green HDG message in the lateral
active field of the FMA.

Lateral Heading Mode

5000
HDG
ALTS ALTS
2

Figure 2.10 Lateral Heading Mode

NAV Mode
Navigation mode generates commands to capture and track the navigation
source as selected by the NAV SOURCE knob on the air data reference
panel. The NAV sources are FMS, VOR and LOC.
In NAV mode, the FCC/FD captures then tracks a VOR or LOC signal or
responds to the flight guidance commands generated by the Flight
Management System (FMS).
NAV mode is selected by pressing the NAV pushbutton on the FCP. The
navigation mode is armed when selected and the NAV source (FMS, VOR
or LOC) is displayed in the active field of the FMA. NAV capture occurs only
when the FCC is receiving valid navigation data and the capture parameters
are met. NAV capture and active indications are provided in the armed/
captured field of the FMA.

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The FD automatically defaults to the basic Roll mode when NAV mode is
being used and the captured navigation source is lost.

Lateral Navigation Mode (FMS)

10000
FMS
ALTS
280

Figure 2.11 Lateral Navigation Mode (FMS)

Lateral Navigation Mode (VOR)

6000
VOR1
ALTS
280

Figure 2.12 Lateral Navigation Mode (VOR)

Lateral Approach Mode

Approach mode generates commands to capture and track the selected
LOC. Tracking performance is more precise than in the NAV mode.
Pressing the APPR pushbutton on the FCP arms the approach mode.
When the APPR mode is selected, both FD provide guidance information.
The pilot’s PFD displays FCC 1 instruction, the copilot’s PFD displays FCC
2 instruction.

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Selecting APP, arms the lateral LOC and vertical GS modes. Arming is
indicated in the armed field of the FMA. Localizer capture occurs only when
the FCC is receiving a localizer signal and the capture parameters are met.
LOC capture and active indications are provided in the armed/capture field
of the FMA.
An on-side localizer capture clears the autopilot turbulence mode, half bank
and heading modes.

Lateral Approach Mode (LOC)

2000
LOC 1
ALTS GS
200

Figure 2.13 Lateral Approach Mode

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Back Course Mode

Back course mode is armed by pressing the B/C pushbutton on the FCP.
Back course mode generates commands to capture and track the reciprocal
of the received localizer beam. The front course must be set to have proper
orientation. Back course steering information is not available when the
navigation source is not a localizer.
Back course arming is indicated by a white B/C message in the lateral
armed field of the FMA. Back course capture is annunciated with a green
message in the lateral active field of the FMA.
Back course capture clears turbulence, ½ bank and heading modes.

Lateral Back Course Mode

2000
B/C1
ALTS
200

Figure 2.14 Lateral Back Course Mode

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Lateral Go Around Mode

When airborne, pressing either TOGA switch automatically activates the
lateral and vertical go-around modes. Lateral go-around mode generates a
heading hold command with a five degree bank angle authority.
Lateral go-around is annunciated with a green GA message in the lateral
capture field of the FMA.
Pushing the TOGA switch causes the autopilot to disengage. The resultant
autopilot warning may be cancelled by another push of the TOGA switch or
by pushing the AP disconnect switch on the control wheel.

Lateral Go Around Mode

6000
GA MDA 300
GA
200

Figure 2.15 Lateral Go Around Mode

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Half Bank Mode

Half bank mode, when selected restricts the FD roll commands to 15
degrees of bank. Half bank can be selected by the pilot at the FCP and is
activated automatically when climbing through a pressure altitude of 31,600
feet. Half bank is indicated in the FMA above the lateral captured/armed
field.
Half bank is automatically cleared when descending through the half bank
transition altitude. Half bank is not available when in the takeoff mode, go-
around mode, on-side approach mode capture or during on-side localizer
capture.

Lateral Half Bank Mode

1/2BNK
33000
M.694 FMS
CLB .70 ALTS
280 AP

Figure 2.16 Lateral Half Bank Mode

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Flight Director Vertical Modes

There are ten vertical flight director modes.
• preselect altitude (ALTS)
• takeoff (TO)
• pitch (PTCH)
• altitude hold (ALT)
• climb (CLB)
• descent (DES)
• speed (IAS)
• vertical speed (VS)
• vertical approach mode (GS)
• go around (GA)
Vertical modes are armed or activated by pushbuttons or a pitch wheel on
the flight control panel or TOGA switches on the thrust levers. Disabling the
active vertical mode is accomplished by re-selecting the active FCP
pushbutton or by selecting another lateral mode.

Preselected Altitude (ALTS)

The pilot can command the FCC to generate vertical guidance to capture
and then track a preselected altitude (ALTS). The altitude preselect is set via
the ALT knob and is displayed in the top right corner of the PFD. The
preselected altitude is armed when a vertical mode such as CLB, DES, IAS,
VS or PTCH is selected. Arming is indicated by the white ALTS message in
the armed field of the FMA.
Engagement of the new vertical mode, be it pitch, vertical speed or speed
mode, will command the aircraft to climb or descend to the preselected
altitude.
The ALTS capture point is a function of closure rate. The capture point
moves away from the preselected altitude as aircraft rate of vertical speed
increases.

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When the ALTS mode is captured, the FMA white ALTS message
disappears. The active vertical mode message in the FMA is replaced by a
green ALTS CAP message. The ALTS CAP message flashes for 5 seconds
and then become steady. The capture mode continues until the aircraft is
within 100 feet of the preselected altitude and then in the active field of the
FMA, the green ALTS CAP message is replaced by a green flashing ALTS
message. The green ALTS message flashes for 5 seconds then becomes
steady. At this point, the Flight Director is in Altitude Tracking (ALTS) mode.

Vertical Preselected Altitude Mode (Armed)

35000
FMS
M.488
CLB 250 ALTS
280 AP

Figure 2.17 Preselected Altitude Mode (Armed)

Vertical Preselected Altitude Mode (Active)

10000
FMS
M.450
ALTS
280
AP
Figure 2.18 Preselected Altitude Mode (Active)

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If the preselected altitude is changed after altitude capture but prior to final
level off, a green ALT hold message and an amber ALTS appears in the
FMA. Another vertical mode must be selected to clear the altitude hold and
remove the amber ALTS message from the FMA.

Vertical Preselected Altitude Mode

(Interrupted)

10000
HDG
ALT ALTS
280

Figure 2.19 Preselected Altitude Mode (Interrupted)

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Altitude Alert System

The Altitude Alert System provides aural and visual indications of the pre-
selected altitude capture and tracking. It also provides audio and visual
indications of altitude deviation from the preselected altitude (ALTS).
The Altitude Alerting System processes data from the ADCs and is
independent of the flight director or autopilot modes.
At approximately 1,000 feet prior to the preselected altitude, an aural tone
and flashing ALTS advises the pilot of impending level off. If the flight
director is tracking a preselected altitude and aircraft subsequently deviates
more than 100 feet from the selected altitude, the altitude bugs flashes and
a series of tones are heard.
If the aircraft continues to deviate uncorrected, at +/- 1,000 ft from the
selected altitude, the altitude bugs and digital readout flash amber and
audible tones are heard.

Flashing warning
cancels if not
previously
cancelled Deviation Alert
by the pilot Selected altitude bug
+200 FT and double bars flashes
magenta. Readout
is magenta
+100 FT
Deviation
Notice
Preselect ALT
Capture
-100 FT

-200 FT
Capture
Aural Tone Selected altitude
for 1 Second bug and readout Altitude Deviation
both magenta digital readout and bug
flashes amber. Can be
-1000 FT cancelled by the pilot.
Major ALT deviation
Altitude Aquisition at +/- 1000 feet.)
Digital readout and bug Aural Tone
flashes magenta. May be for 1 Second
cancelled by the pilot.
Aural tone sounds for 1 sec

Figure 2.20 Altitude Alert System

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Vertical Takeoff Mode

Prior to commencing the takeoff, the vertical and lateral takeoff modes are
selected when either TOGA switch is pressed. The vertical takeoff mode
generates a 15 degrees pitch-up command when both engines are
available. A green TO message is displayed on the bottom line of the active
FMA field.
The loss of an engine during the takeoff sequence changes the pitch-up
command from 15 to 10 degrees.

Takeoff Mode

10000
TO
TO
2

Figure 2.21 Vertical Takeoff Mode

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Vertical Pitch Mode

When the autopilot is engaged, with no other vertical modes selected, the
flight director automatically defaults to the basic PTCH mode. Pitch mode
can be engaged by a third press of the SPEED pushbutton or by rotating
the pitchtrim wheel on the FCP.
Pitch mode will maintain the pitch angle sensed at time of autopilot
engagement.
In basic pitch mode, pitch change is accomplished by rotating the pitch trim
wheel on the FCP. Each click of the wheel is equal to ½ degree of pitch
change.

Vertical Pitch Mode (PTCH)

10000
HDG
PTCH
200

Figure 2.22 Vertical Pitch Mode

Vertical Altitude Hold Mode

ALT hold instructs the flight director to maintain the barometric altitude that
existed at the moment of ALT selection. The pilot selects Altitude Hold by
pressing the ALT mode pushbutton.
If the aircraft is in a climb or descent when ALT hold is selected, the FCC/
FD commands the aircraft to level off, then acquire the actual altitude at
which the ALT mode pushbutton was pushed. The FCC/FD does not
actually capture an altitude but captures the barometric pressure sensed at
the time of selection. A green ALT message appears in the active field of
the FMA.

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Altitude hold is automatically activated when a new preselected altitude is
selected. A green ALT message appears in the active field of the FMA.
To cancel the ALT hold mode, select any other vertical mode.

Vertical Altitude Hold Mode

9500
HDG
ALT ALTS
280

Figure 2.23 Vertical Altitude Hold Mode

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Speed Mode
Speed mode is used to command the flight control computer to maintain a
desired speed or Mach in the climb or descent to a preselected altitude.
Before speed mode can be engaged a new pre-selected altitude must be
set.
The modes can be cycled between CLB or DES, IAS and PTCH by pressing
the SPEED pushbutton consecutively.

SPEED Pushbutton
CRS1 DOWN CRS2
AP ENG XFR SPEED APPR HDG NAV ALT VS
US US
H

H
P

P
IR C IR C
D

D
T

T
E E
SPEED HDG ALT
FD AP DISC TURB B/C 1/2 BANK FD
US US
A CH

H
P

P
IA

AN C E

L
C
M Y NC
S
S

UP

SPEED Knob

Figure 2.24 Speed Pushbutton and Knob

Speed mode is displayed as:

• FCC lights on either side of the SPEED pushbutton on the FCP
• CLB, DES, IAS or MACH displayed on the FMA
• ALTS in the armed mode in the FMA

Active Vertical Mode

8000
M.488 HDG
CLB 250 ALTS
280

Figure 2.25 Speed Mode Display on FMA

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

Vertical CLB Mode

During the climb, if the target airspeed is increased, the FCC commands the
aircraft to pitch down to capture the new speed. The aircraft rate of climb
can reduce to as low as +50 feet per minute, but never go to a negative
value as would be the case if IAS ### was active.
A second press of the SPEED pushbutton at this time changes CLB ### to
IAS ###.

Climb Mode (CLB )

8000
HDG
M.488
CLB 250 ALTS
280

Figure 2.26 Climb Mode

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Vertical DES Mode

During the descent, if the target speed is decreased the FCC commands
the aircraft to pitch up to slow and acquire the new reference Mach or
speed. The aircraft rate of descent can reduce to as low as -50 feet per
minute, but never go to a positive value as would be the case if in IAS
mode.
A second press of the SPEED pushbutton at this time would change DES
.## to MACH .## or DES ### to IAS ###.

Descent Mode (DES )

8000
HDG
M.488
DES 250 ALTS
280

Figure 2.27 Descent Mode

Vertical IAS Mode

IAS mode is engaged by a second press of the SPEED pushbutton.
If a climb is required, when the thrust levers are advanced the FCC
commands the aircraft to pitch up and the climb starts.
If the thrust levers are not advanced at this time, the mode engages but the
aircraft could descend.
Once the climb is started and a speed increase is commanded, the FCC
can first descend the aircraft to capture the new target speed and then
commence to climb.
If a descent is required, when the thrust levers are retarded the FCC
commands the aircraft to pitch down and the descent starts.
If the thrust levers are not retarded at this time, the mode engages but the
aircraft remains level or starts to climb.

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Once the descent is started and a speed reduction is commanded, the FCC
can climb the aircraft to capture the new target speed and then continue with
the descent.

Speed Mode (IAS)

8000
HDG
M.488
IAS 250 ALTS
280

Figure 2.28 Speed Mode (IAS)

Speed Mode (MACH)

36000
FMS
M.701 MACH .70 ALTS
280

Figure 2.29 Speed Mode (Mach)

Auto Change Over

Changeover between speed and Mach occurs automatically as the aircraft
ascends or descends through 31,600 feet. The FCC speed reference
changes and the FMA displays the change CLB ### to CLB .## going up
and DES .## to DES ### coming down.
A climb in IAS mode is shown as IAS ### and at 31,600 feet the reference is
automatically switched to MACH .##.

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Climb Mode (CLB)

36000
FMS
M.722 CLB .72 ALTS
280

Figure 2.30 Auto Switchover

Manual Change Over

Pushing the center of the SPEED knob manually changes the FCC speed
reference from CLB ### to CLB .## and back or IAS ### and MACH .##
and back.
This manual function is available at any time that the vertical mode is active.

IAS / MACH Switch (Knob Center)

CRS1 DOWN CRS2
AP AP XFR SPEED APPR HDG NAV ALT VS
US US
H

H
P

IR C IR C
D

D
T

T
E E
SPEED HDG ALT
FD OFF AP DIS TURB B/C 1/2 BANK FD OFF
US US
IAS/
H

H
P

MACH AN C E
L
C

Y NC
S

UP

Figure 2.31 Manual Switch Over

As the aircraft approaches the preselected altitude, the FCC captures the
new altitude and enters the ALTS tracking mode.
The manual change over function also works in the descent, DES .##, DES
### or MACH .##, IAS ###
When the preselected altitude is captured, the speed mode is replaced by
the ALTS tracking mode.

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Vertical Speed Mode (VS)
When VS mode is selected, the FCC commands the aircraft to climb or
descend with a vertical speed measured in feet per minute. Initially the rate
will be vertical speed sensed at the time of VS mode engagement.

Vertical Speed Pushbutton And Wheel

CRS1 DOWN CRS2
AP ENG XFR SPEED APPR HDG NAV ALT VS
US US
H

H
P

P
IR C IR C
D

D
T

T
E E
SPEED HDG ALT
FD AP DISC TURB B/C 1/2 BANK FD
US US

A CH

H
P

P
IAS

AN C E

L
C
M Y NC

S
UP

Figure 2.32 Vertical Speed Pushbutton and Pitch Wheel

Turning the VS pitch wheel on the FCP changes the VS reference value.
Each click of the wheel is equal to +/- 100 ft/min.
VS mode is used to command the flight director to maintain a vertical speed
measured in feet per minute during a climb or descent to a preselected
altitude.
Initially, when the VS mode is selected the rate will be the vertical speed
sensed at the time of VS mode engagement. Turning the VS/PTCH wheel
on the FCP changes the VS reference value. Each click of the wheel is
equal to +/- 100 ft/min.
When the preselected altitude is captured, the VS mode is replaced by the
ALTS tracking mode.

Vertical Speed Mode

7000
FMS
VS 0.5 ALTS
280

Figure 2.33 Vertical Speed Mode

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Vertical Approach Mode (GS)
Glideslope mode generates commands to capture and track the glideslope.
Capture can occur above or below the glideslope. Glideslope mode is
automatically armed when APPR is selected and the aircraft is flying
inbound with a valid localizer as the lateral navigation source. Glideslope
arming is annunciated with a white GS message in the armed field of the
FMA.
Glideslope capture is annunciated by a green GS message in the active/
captured field of the FMA.

Glideslope Mode

5000
LOC 1 MDA 400
GS
200

Figure 2.34 Glideslope Mode

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Vertical Go Around Mode (GA)
When airborne, pressing either TOGA switch automatically activates the
lateral and vertical go-around modes. Vertical go-around mode generates a
10 degree pitch-up on the command bars.
Vertical go-around is annunciated with a green GA message in the vertical
capture field of the FMA.
Pushing the TOGA switch causes the autopilot to disengage. The resultant
autopilot warning may be cancelled by another push of the TOGA switch or
by pushing the AP disconnect switch on the control wheel.

Vertical Go Around Mode

6000
GA MDA 300
GA
200 2

Figure 2.35 Vertical Go Around Mode

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Autopilot

Description
The CRJ has a two axis, digital, fail-passive autopilot. Autopilot servos
provide command inputs to the ailerons and elevators. The rudder is
controlled by the yaw damper system. The autopilot is controlled by a two
channel computer.
Upon occurrence of any single failure, a fail-passive autopilot should not:
• cause significant displacement of the aircraft from its approach path or
altitude loss below the nominal glidepath
• upon system disconnection involve any out-of-trim condition not easily
controlled by the pilot
• cause any action to occur with the flight control system that is not readily
apparent to the pilot, either by control column movement or advisory
display

Engagement Parameters
The autopilot can be engaged, with the AP ENG pushbutton on the FCP, if
the following conditions exist:
• at least one yaw damper is engaged
• both Flight Control Computers (FCC) are serviceable
• at least one channel of the horizontal stabilizer is engaged and the FCCs
detects no faults with the horizontal stabilizer pitch system
• no significant instability of the aircraft exists
• both IRS / AHRS
• one ADC

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Significant instability of the aircraft is defined as:
• aircraft vertical acceleration is less than + 0.4G or greater than + 1.6G
• roll rate is greater than 21 degrees/sec
• bank angle over 45 degrees
• pitch change rate exceeds 5 degrees/sec
• pitch angle is greater than 25 degrees nose up or 15 degrees nose down
• yaw rate exceeds 9 degrees/sec

Components and Operation

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

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Autopilot Servo Motors

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

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Autopilot Engage
Pushbutton
CRS1 DOWN CRS2
AP ENG XFR SPEED APPR HDG NAV ALT VS
US US
H

H
P

P
IR C IR C
D

D
T

T
E E
SPEED HDG ALT
FD AP DISC TURB B/C 1/2 BANK FD
US US
A CH

H
P

P
IAS

AN C E

L
C
M Y NC

S
UP

Figure 2.36 FCP Autopilot Engage Pushbutton

Autopilot Indicator

4000
HDG
CLB 250 ALTS
AP
400
180
10

Figure 2.37 PFD Autopilot Indications

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Out of Trim Indications
The AFCS continuously monitors both axes of the autopilot when it is
engaged. If a control surface is detected to be significantly out of trim, an
amber-boxed symbol appears on the PFD and an EICAS caution message
is displayed. The amber EICAS caution message identifies whether it is the
aileron or elevator that is affected and in which direction the control surface
is out of trim.

Autopilot
Out of Trim Indication

4000
HDG
CLB 250 ALTS
AP
200
180
E
10
A 100
160

Figure 2.38 Autopilot Out Of Trim Indications

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Turbulence Pushbutton
The TURB pushbutton when pressed alternately selects or deselects the
autopilot turbulence mode. The turbulence mode when selected reduces the
autopilot gain. This prevents the FCC from instantaneously responding to
pitch and roll changes brought about by flight through turbulent air. There is
no FMA indication of TURB mode selection.
On approach, an on-side localizer capture automatically clears the autopilot
turbulence mode.

Control Wheel AP/SP Disconnect Switch

The AP/SP DISC switches are the primary means of disengaging the
autopilot. They are installed on the outboard horn of each control wheel.
When the switch is pressed with the autopilot engaged, the PFD red flashing
AP→ message appears and the autopilot audio warning sounds for
approximately 5 seconds.
In the event that a system fault causes the autopilot to disengage, pressing
either AP/SP DISC switch will cancel the red flashing AP→ message and
silence the audio warning.
PFD Autopilot Disconnect Indications

Autopilot
Disconnected

4000
HDG
CLB 250 ALTS
AP
300
280
10
200
260
Figure 2.39 PFD Autopilot Indications

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Autopilot Disengage Switch

In the event that the control wheel AP/SP DISC switches are not
functioning, pressing the AP DISC switch on the FCP disengages the
autopilot. When the switch is pressed with the autopilot engaged, the PFD
red flashing AP→ message appears and the autopilot audio warning
sounds for approximately 5 seconds.
A red line is visible on the top edge of the switch when the switch has been
moved to the disengage position. There are no green FCC indication lights
associated with this switch.

Autopilot Disengagement
When the autopilot is manually disengaged, the AP← or AP→ symbol on
each PFD flashes red and an aural warning sounds for approximately 5
seconds.
The autopilot can be manually disengaged by:
• pressing either AP/SP DISC pushbutton on the control wheels
• activating the stab trim split switches on the control wheel
• pressing the AP ENG pushbutton on the FCP
• selecting the AP DISC on the FCP
• pressing either TOGA switch
• pressing the YD DISC pushbutton
In the event that a system fault causes the autopilot to automatically
disengage, the pilot must press either AP/SP DISC switch to cancel the red
flashing AP→ message and silence the audio warning. If the autopilot
warning sounded because the TOGA switch was selected, a second press
of the TOGA switch clears the warnings.

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The autopilot automatically disengages upon:
• failure of the yaw damper system
• during windshear avoidance procedures
• unusual attitudes
• stall warning
• windshear

Autopilot Takeoff Configuration Warning

If a takeoff is attempted with the autopilot on, the takeoff configuration
warning system presents an EICAS warning message and sounds an aural
alert. The warning system is armed for takeoff when thrust is advanced
above 70% N1.

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Controls and Indications

Description
The FCP is the mode selection panel that selects and controls the flight
director and autopilot functions.
The PFD presents to the pilot the FCC instructions through the use of the
FMA and command bars. Controlling FD, autopilot engagement and system
malfunctions are presented on the PFD
A SYNC switch on the control wheel allows the FD command bars to be
synchronized with the actual aircraft vertical and lateral reference when the
autopilot is disengaged. The AP/SP DISC switch disconnects the autopilot.
TOGA switches are provided on both thrust levers.
Normal and non-normal AFCS indications are displayed on the FCP, PFD
and the EICAS primary and status pages.

Autopilot Vertical Modes

CRS1 DOWN CRS2
AP ENG XFR SPEED APPR HDG NAV ALT VS
US US
H

H
P

IR C IR C
D

D
T

E E

AP DISC SPEED HDG ALT

FD OFF TURB B/C 1/2 BANK FD OFF
US US
H

H
P

UP
H
IA

S/
MA AN C E
L
C

Y NC
S

Lateral Modes
Flight Director / Course Selector

Figure 2.40 Flight Control Panel

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Armed Field

Active/Capture Field Command Bars

HDG
CLB 250 ALTS
AP
280 FD2

260

Figure 2.41 Primary Flight Display

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PFD Messages and Indications
The following messages are presented on the PFD. A brief explanation of
each message or indication is provided.

Indication Colour Description

A Yellow Significant aileron mistrim
ALT Green Attitude hold mode - tracking
ALTS CAP Green Attitude hold mode - capturing
White Attitude preselect - armed
ALTS Green Attitude preselect mode - tracking
Yellow Attitude preselect mode - aborted capture
Green Autopilot engaged and transferred

Red Autopilot disengage warning and transferred

AP
White Autopilot engaged and transferred

Yellow Autopilot engaged and transferred (aileron and elevator servo

clutches released)
Green Autopilot engaged and not transferred
Red Autopilot disengage warning and not transferred
AP White Autopilot engaged and not transferred
Autopilot engaged and not transferred (aileron and elevator
Yellow
servo clutches released)
Back course mode- armed (displayed in lateral armed field
B/C 1 White of the FMA, identifying navigation source)

B/C 2 Back course mode- capture/tracking (displayed in the lateral

Green
capture field of the FMA, identifying navigation source)

GS Green Glideslope mode- captured (displayed in vertical capture field

of the FMA)
HDG Green Heading select mode
PTCH Green Pitch mode
ROLL Green Roll mode
SYNC Yellow Flight director synchronization in progress
Green Lateral take off mode.Displayed in captured field of the FMA
TO
Green Vertical take off mode.Displayed in captured field of the FMA
DR White Dead reckoning operation

Figure 2.42 PFD Messages And Indications (Sheet 1 of 2)

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Indication Colour Description

E Yellow Significant elevator mistrim
FD Red Flight director flag
FD 1 Green Flight director computation being performed by FD 1
FD 2 Green Flight director computation being performed by FD 2
CLB ### Green Climb mode active and referencing a speed
CLB .## Green Climb mode active and referencing a Mach
DES ### Green Descent mode active and referencing a speed
DES .## Green Descent mode active and referencing a Mach
IAS Green Speed mode active
or Flashing Overspeed mode.Displayed in the vertical capture field
MACH Yellow of the FMA
FMS 1
Navigation or approach mode - armed. Displayed in the lateral
FMS 2 White
armed field of the FMA, identifying nav source.
LOC 1
LOC 2 Navigation or approach mode - capture/tracking. Displayed in
VOR 1 Green
the lateral capture field of the FMA, identifying nav source.
VOR 2
Lateral go around mode. Displayed in the lateral capture field
of the FMA
GA Green
Vertical go around mode. Displayed in the vertical capture field
of the FMA.
Glideslope mode - captured (displayed in vertical capture field
Green of the FMA)
GS
White Glideslope mode - armed (displayed in vertical armed field
of the FMA)
Vertical speed mode,
VS #.# Green Current vertical speed reference is ----.-- fpm up

Vertical speed mode,

VS #.# Green
Current vertical speed reference is ----.-- fpm down
YD Both yaw dampers disengaged
1/2 BNK White Half bank mode active
Integrated lateral and vertical flight guidance commands.
FD V- Bars Magenta Not present if either FCC command invalid

Figure 2.43 PFD Messages And Indications (Sheet 2 of 2)

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Flight Director Sync

SYNC (amber) Switch (black)
Repositioned Used when autopilot is
not coupled, to
synchronize vertical
SYNC
and lateral references
to those currently
flown.

Note:
Primary Flight Display (2) SYNC appears on PFD
Pilot's and Copilot's Instrument Panel when sync switch
pushed.

REAR VIEW
Pilot's Control Wheel
(Copilot's Opposite)

Figure 2.44 Flight Director Sync Switch (2)

Autopilot/Stick NOSE

Pusher Disconnect
DN

Switch (red)
When pressed,
NO
SE

disengages autopilot UP
and deactivates stick SC
pusher. When
I
/ SP D

released, stick pusher

AP

system is immediately
reactivated but
autopilot remains
disengaged. NC I/C
SY
OFF
R/T

Figure 2.45 Pilot’s AP/SP Disc Switch

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Take-Off / G0-Around
(TOGA) Switches
Momentary pushbutton
switches. These switches
are associated with the
take-off / go-around mode
of the flight director system.

Figure 2.46 TOGA Switches

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EICAS Messages
The Auto Flight Control System messages are shown on the EICAS primary
and status pages. In the figures below, the AFCS messages, inhibits and
aural warnings are listed. A brief explanation of each message is provided.

E2K Version

MESSAGE INHIBITS MEANING AURAL

WARNING
AFCS MSG FAIL 2 Abnormal autopilot operation

CONFIG AP Indicates that the autopilot is engaged on the ground “Config

with both engines greater than 70% N1. Autopilot’

AP TRIM RWD Indicates an out of trim condition in the roll axis (right wing down)

AP TRIM LWD Indicates an out of trim condition in the roll axis (left wing down)
AP TRIM ND Indicates an out of trim condition in the pitch axis (nose down)

AP TRIM NU Indicates an out of trim condition in the pitch axis (nose up)

AP PITCH TRIM Indicates a failure in the autopilot pitch trim system

YAW DAMPER Indicates both yaw dampers are off

MESSAGE MEANING
FD 1 FAIL
Respective flight director has failed
FD 2 FAIL

YD 1 INOP
Respective yaw damper channel is inoperative
YD 2 INOP

IAPS OVERTEMP IAPS power supply over temperature detected

IAPS DEGRADED Indicates a failure in any of the IAPS busses

Figure 2.47 EICAS Messages

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Power Supply and Circuit Breaker Summary

Panel # and Location

CB panel 2 B 5

Row on panel

CB number

Electrical Power Panel # and

CB Label
Source Location

IAPS LEFT AFCS DC BATT 2P7

IAPS RIGHT AFCS DC BUS 2 2H3

Figure 2.48 Circuit Breakers for Automatic Flight Control System

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