INDEX

SYSTEM ITEM DOC

Landing configuration if windshear activity is known or
MISC FCOM 2 11−01−1
suspected
MISC Rapid deplanement FCOM 2 10-01-04-1
ACARS RELATED MCDU MESSAGE AND RECOMMENDED
ACARS FCOM 2 10-23-22-1
PROCEDURE
AIR−COND OVBD COOL caution message FCOM 2 10-21-24-1
AIR−COND OVBD COOL FAIL status message FCOM 2 10-21-24-2
AURAL
Aural Warning Noise With DCU P/N 822−1310−105 FCOM 2 11-31-1
WARNING
AURAL
Report of Electronic Flight Displays (EFDs) going blank FCOM 2 11-31-2
WARNING
COMM RTU–4220 May Display Dashes Instead of DATA FCOM 2 11-23-1
COMM Stuck Push to Talk (PTT) switch FCOM 2 11-23-3

ACARS related MCDU message and recommended procedure

(Rockwell Collins SIL14−1 for CDU−4100ACARS related MCDU
COMM OMB 3.9.5.1
message and recommended procedure (Rockwell Collins
SIL14−1 for CDU−4100/4500))/4500))

Air Driven Generator EICAS Message and Recommended

ELECTRIC Procedure FCOM 2 10.24.23.1
ADG FAIL status message
ELECTRIC TRU FAN FAIL nuisance status message FCOM 2 10-24-30-1
ENGINE Engine Starting − Alternate Procedure (Ground) FCOM 2 11-80-1
“L/R FADEC FAULT 2” EICAS Message in flight caused by T2 /
ENGINE FON 73-001
Total Air Temperature (TAT) Sensor Disagreement.
ENGINE Engine Indication: Oil Pressure Fluctuation. FON 77-001
FLIGHT
Aileron and/or rudder trim position indication failure FCOM 2 11-27-1
CONTROLS
FLIGHT
Inadvertent Motion of the Slats/Flaps Control Lever FCOM 2 11-27-2
CONTROLS
FLIGHT RUD SYS FAULT (S) posted on EICAS along with PCU
OMB 3.9.9.2
CONTROLS ELECTRICAL FAULT in the MDC
FLIGHT SSCU Related EICAS Messages and Recommended
FCOM 2 10-27-61-5
CONTROLS Procedures SSCU 1 FAULT and/or SSCU 2 FAULT
FLIGHT
PITCH FEEL FAULT status message FCOM 2 10-27-61-1
CONTROLS
FLIGHT STAB FAULT status message
FCOM 2 10-27-62-2
CONTROLS
Combination of OB SPOILERONS or IB SPOILERONS caution
FLIGHT message and OB FLT SPLRS or IB FLT SPLRS caution
FCOM 2 10-27-61-4
CONTROLS message

FLIGHT
Flight Director Uncommanded Changes FCOM 2 11-22-1
DIRECTOR
FLIGHT
Uncommanded Speed Bug (UCSB) Investigation Update FCOM 2 11-22-5
DIRECTOR
 Fuel Cross Flow Related EICAS Messages and Recommended
FUEL FCOM 2 10-28-13-1
Procedures XFLOW PUMP
FUEL L SCAV EJECTOR or R SCAV EJECTOR Caution Message FCOM 2 10-28-21-1
ICE AND RAIN L/R WING A/I Caution Messages FCOM 2 11-30-1
Ice Detection P/N GG436−4006−7 & −9 temporary upset
ICE AND RAIN FCOM 2 10-30-80-1
conditions ICE DET 1 (2) FAIL
INIC RCDNG
Digital Clocks Local Time (LT) Function Erratic OMB 3.9.13.2
SYS
INIC RCDNG Flight Data Recorder (FDR) Accel Fail Status Message FDR
FCOM 2 10-31-30-1
SYS ACCEL FAIL
INIC RCDNG
How to transmit a Specific MDC Fault B1 Code FCOM 2 10-31-31-1
SYS
INIC RCDNG EFIS PRIMARY FLIGHT DISPLAY (PFD) 1 AND/OR 2 BLANK-
FCOM 2 10-31-61-1
SYS OUT
INIC RCDNG EFIS MULTIFUNCTION DISPLAY (MFD) 1 AND/OR 2 BLANK-
FCOM 2 10-31-61-1
SYS OUT
INIC RCDNG
EICAS PRIMARY DISPLAY (ED1) BLANK-OUT FCOM 2 10-31-61-2
SYS
INIC RCDNG
EICAS SECONDARY DISPLAY (ED2) BLANK-OUT FCOM 2 10-31-61-3
SYS
Nose Landing Gear Shock Strut Oil Seepage observed in-
LANDING GEAR FCOM 2 11-32-1
service
LANDING GEAR Erratic BTMS Indicator and BRAKE OVHT Warning Message FCOM 2 10-32-46-1
FCOM 2
LANDING GEAR STEERING INOP
10−32−51−1
OMB 3.9.15.1
LIGHTS Lighting Failures
FON 31-003
LIGHTS Reset procedure for the Lavatory Attendant Call light FCOM 2 11-33-1
LIGHTS Reset procedure for the Navigation Lights FON 33-002
OMB 3.9.16.1
NAVIGATION Review of Unreliable Airspeed Events and Information
FON 34-11
FMS 4200 Software Version 4.2 Occasionally not Synchronize
FON-34-012C
NAVIGATION After Power Up and When Executing Modifications to the
OMB 3.9.16.2
Secondary Flight Plan in the Air.
FON 34-015C
Inertial Reference Unit (IRU) World Magnetic Model (WMM)
NAVIGATION OMB 3.9.16.5
Update
FCOM 2 11-34-43
NAVIGATION Visual Differences between FMS 99 and FMS 4.1 FCOM 2 11-34-1
NAVIGATION Required Navigation Performance (RNP) Operational Support FCOM 2 11-34-28
NAVIGATION FMS Maximum Zero Fuel Weight (MZFW) entry work around FCOM 2 11-34-47
NAVIGATION Reports of Integrated Standby Instrument (ISI) going Blank FCOM 2 11-34-48
Uncommanded heading indication changes from magnetic
NAVIGATION FON 34-020
(MAG) to true (TRU).
NAVIGATION Loss of Enhanced Surveillance Transponder Data. FON 34-018
INTEGRITY CHECK OF THE ANTI-ICE AND LEAK
FCOM 2
PNEUMATIC DETECTION CONTROLLER (AILC), ON GROUND WITH THE
10−36−21−1
AIRPLANE POWER ON. DUCT MON FAULT
Recommended procedure to reduce the occurrences of the
PNEUMATIC High Pressure Valve (HPV) being not fully closed after engine FON 36-003
shutdown.
LANDING CONFIGURATION IF WINDSHEAR ACTIVITY IS
KNOWN OR SUSPECTED
The aircraft was tested and certified for normal landing with flaps at 45 degrees. All normal landings
should be performed with the flaps set at 45 degrees.

Delay the approach until conditions are favorable, or divert to another airport. If/when the decision
is made to conduct the approach, fly a normal approach and consider using the autopilot to allow for
more monitoring and recognition time.

BACK
FLIGHT DIRECTOR UNCOMMANDED CHANGES — FCOM 2
11-22-01
Take immediate control of the aircraft and disconnect the autopilot.
Reset the FCP to the proper mode of operation, including the speed bug reference if necessary, and
then re−engage the autopilot (if desired).
BACK
UNCOMMANDED SPEED BUG (UCSB) INVESTIGATION
UPDATE — FCOM 2 11-22-05
Take immediate control of the aircraft and disconnect the autopilot.
Reset the FCP to the proper mode of operation, including the speed bug reference if necessary, and
then re-engage the autopilot (if desired).
BACK
RTU–4220 MAY DISPLAY DASHES INSTEAD OF DATA —
FCOM 2 11-23-01
RTU 1 page 2 should not be selected until the ACARS CMU is powered (CMU–900 is powered from AC
BUS 2 and CMU–4000 from DC BUS 1). The display of dashes in place of DATA on the RTU 1 does not
affect ACARS operation, which can easily be verified from the MCDU.

If required, once the CMU is powered, the RTU 1 can be reset by first selecting then de-selecting the
RTU 1 INHIBIT switch.
BACK
STUCK PUSH TO TALK (PTT) SWITCH — FCOM 2 11-23-03
After 2 minutes of continuous transmission, the selected radio will automatically cease to transmit if
the PTT switch is pressed or stuck.

1- Affected side Audio Control Panel (ACP) rotary transmit switch → Select INT/SVC

NOTE

− Reception on the affected radio becomes available.

− The affected radio becomes available for reception and for transmission by the non-affected
side pilot.
− Any radio can be used by the affected side pilot simply by returning the ACP rotary transmit
switch to the desired radio for the duration of the transmission, and returning to INT/SVC
after the transmission is complete.
BACK
AILERON AND/OR RUDDER TRIM POSITION INDICATION
FAILURE — FCOM 2 11−27−1
For the CRJ 1000, only the aileron trim portion of this FON is applicable.

When the position potentiometer fails the value defaults to 0 V and the indication shows an
erroneous full left wing down (or a full right rudder) trim position but the trim has not moved on its
own and is still functional. There is no EICAS message associated with this failure.

Similarly, should the power supply for the aileron and rudder trim indication system fail, it can also
result in a 0 V condition and both the aileron and rudder trim indications on the EICAS secondary
flight display would be deflected to the full positions as described above. There is also no EICAS
message associated with this failure.

Pilots should consider the aircraft behavior and other available indications in order to properly assess
the situation. Such indications may include:
- Seat of the pants (pilot sensory inputs).
- Slip indicator.
- Aileron Mistrim Indicator (yellow boxed A) with autopilot engaged.
- EICAS caution messages.

The AP does not fly the rudder so it cannot compensate in the yaw axis for rudder trim position. If
the slip indicator is still centered when the rudder trim indicates full nose left then the trim
indication is obviously erroneous.

If the aileron trim position is to be assessed, the yoke should be held firmly (in anticipation of a
possible mistrim condition) and the autopilot disconnected. Actual aileron trim position cannot be
assessed properly while the autopilot is engaged.
BACK
INADVERTENT MOTION OF THE SLATS/FLAPS CONTROL
LEVER — FCOM 2 11−27−2
Return the Slats/Flaps Control Lever to the 0 position immediately upon recognition of the
inadvertent motion, and make note of the event in the appropriate maintenance records.

BACK
PITCH FEEL FAULT status message

ATA: 27-31

Recommendations: Fault occurred during normal operations:

YES:
1- SSCU 1 CH A (1F1), SSCU 1 CH B (2F1), SSCU 2 CH A (2R3), and SSCU 2 CH B (2R4) CB´s →
OPEN
2- SSCU 1 CH A (1F1), SSCU 1 CH B (2F1), SSCU 2 CH A (2R3), and SSCU 2 CH B (2R4) CB´s →
CLOSE simultaneously (within 20 seconds). Wait 60 seconds.
3- Make sure that no SSCU related EICAS messages are shown upon completion of the SSCU
test.
− END −
NO:
1- The appropriate maintenance action is required.
— END —
BACK
STAB FAULT status message

ATA: 27-41

System: Spoiler/Stabilizer Control

Observation: STAB FAULT may occur during take-off climb or approach. The message is considered
nuisance if the MDC indicates "TORQUE LIMITER FAIL" for the affected SSCU channel (indicates a
nuisance threshold for the HSTA torque limiter monitors). Trim capability remains operational.

Recommendations:
In flight:
NOTE
- STAB FAULT status message may go out if the detected fault clears.
- If STAB FAULT status message occurs more than once per flight day, the appropriate
maintenance action is required.

1- STAB TRIM switches → ENGAGE

On Ground:
Fault occurred during normal operations:
YES
NOTE
Make sure that hydraulic systems 1, 2, and 3 are on.
1- SSCU 1 CH A (1F1), SSCU 1 CH B (2F1), SSCU 2 CH A (2R3), and SSCU 2 CH B (2R4) CB´s
breakers → OPEN
2- SSCU 1 CH A (1F1), SSCU 1 CH B (2F1), SSCU 2 CH A (2R3), and SSCU 2 CH B (2R4) CB´s →
CLOSE simultaneously (within 20 seconds). Wait 60 seconds.
3- Make sure that no SSCU related EICAS messages are shown upon completion of the test.
− END −

NO
Fault occurred during SPOST 2:
NOTE
Make sure that hydraulic systems 1, 2, and 3 are on.
1- SSCU 1 CH A (1F1), SSCU 1 CH B (2F1), SSCU 2 CH A (2R3), and SSCU 2 CH B (2R4) CB´s →
RESET within 20 seconds. Wait 60 seconds.
2- STAB TRIM switches → ENGAGE

SSCU test initiated automatically:

YES
Wait 60 seconds for completion of the SSCU test.
NOTE
1- During SSCU test SPLR/STAB IN TEST advisory message illuminates and stays on for
approximately 60 seconds.
2- Do not move rudder pedals during this test.

(5) Make sure that no SSCU related EICAS messages are shown upon completion of the test.
− END −
NO
(5) STAB TRIM DISC and MACH
TRIM switches → PUSH and ENGAGE simultaneously for 5 seconds.
(6) EICAS, STATUS page → VERIFY that SPLR/STAB IN TEST advisory message is posted for 5 seconds.
(7) STAB TRIM switches → ENGAGE. Wait 60 seconds for completion of the SSCU test.

NOTE
- During SSCU test SPLR/STAB IN TEST advisory message illuminates and stays on for
approximately 60 seconds.
- Do not move rudder pedals during this test.

(8) Make sure that no SSCU related EICAS messages are shown upon completion of the test.
NOTE
If STAB FAULT status message goes off and comes on again or it persists, the appropriate
maintenance action is required.
— END —
BACK
Combination of OB SPOILERONS or IB SPOILERONS
caution message and OB FLT SPLRS or IB FLT SPLRS
caution message
System: Spoiler/Stabilizer Control

Observation: This fault typically occurs when the Proportional Lift Dumping (PLD) is in use. The
posting of both messages together with the MDC indication "MFS PCU JAM" may be considered a
false indication.

NOTE
Make sure that hydraulic systems 1, 2, and 3 are on.
1- SSCU 1 CH A (1F1), SSCU 1 CH B (2F1), SSCU 2 CH A (2R3), and SSCU 2 CH B (2R4) circuit
breakers → Reset within 20 seconds. Wait 60 seconds.
2- Make sure that no SSCU related EICAS messages are shown upon completion of the test.
— END —
BACK
SSCU 1 FAULT and/or SSCU 2 FAULT status message
ATA: 27-61

FAULT status message: Spoiler/Stabilizer Control Message indicates that one of the SSCU modules is
invalid; this fault may be resettable (caused by a system glitch) or permanent. Simultaneous posting
of the two messages occurs when the SPOST 2 is interrupted; in this case, the SPOST 2 must be
restarted to clear the fault.

Fault occurred during normal operations:

YES
NOTE
Make sure that hydraulic systems 1, 2, and 3 are on.
1- SSCU 1 CH A (1F1), SSCU 1 CH B (2F1), SSCU 2 CH A (2R3), and SSCU 2 CH B (2R4) CB´s →
Reset within 20 seconds. Wait 60 seconds.
2- Make sure that no SSCU related EICAS messages are shown upon completion of the test.

− END −
NO
Fault occurred during SPOST 2:
NOTE
Make sure that hydraulic systems 1, 2, and 3 are on.
1- SSCU 1 CH A (1F1), SSCU 1 CH B (2F1), SSCU 2 CH A (2R3), and SSCU 2 CH B (2R4) CB´s →
Reset within 20 seconds. Wait 60 seconds.
2- STAB TRIM switches → ENGAGE

SSCU test initiated automatically:

YES

Wait 60 seconds for completion of the SSCU test.

NOTE
- During SSCU test SPLR/STAB IN TEST advisory message illuminates and stays on for
approximately 60 seconds.
- Do not move rudder pedals during this test.

3- Make sure that no SSCU related EICAS messages are shown upon completion of the test.
− END −
NO
4- STAB TRIM DISC and MACH TRIM switches → PUSH and ENGAGE simultaneously for 5
seconds.
5- EICAS, STATUS page → VERIFY that SPLR/STAB IN TEST advisory message is posted for 5
seconds.
6- STAB TRIM switches → ENGAGE. Wait 60 seconds for completion of the SSCU test.

NOTE
- During SSCU test SPLR/STAB IN TEST advisory message illuminates and stays on for
approximately 60 seconds.
- Do not move rudder pedals during this test.
(a) Make sure that no SSCU related EICAS messages are shown upon completion of the test.

NOTE
- If SSCU 1 FAULT or SSCU 2 FAULT status message goes off and comes on again or it persists,
the appropriate maintenance action is required.
- MMEL should be used to dispatch with this fault. No "M" procedure is required.
— END —
BACK
L/R WING A/I CAUTION MESSAGES — FCOM 2 11−30−1
After following QRH (ABNORM 11–5) procedures, If the “L/R WING A/I” or “L & R WING A/I” caution
message is no longer posted on the EICAS, then the flight crew should not write-up this event.
BACK
ICE DET 1 (2) FAIL status message.

ATA: 30-81
System: Ice Detection System
Observation: ICE DET 1 FAIL or ICE DET 2 FAIL status messages or random ICE caution message in
non−icing condition.

Recommendations:
Attempt to clear ICE DET 1 FAIL or ICE DET 2 FAIL status message.
1- ICE DET 1 (1T11), or ICE DET 2 (2A14) circuit breaker → RESET
2- Confirm that ICE DET 1 FAIL or ICE DET 2 FAIL status message goes off. Wait 30 seconds.
3- DET TEST switch → Select and hold
• ICE caution message on.
• ADS HEAT TEST OK advisory message on.
• ICE legend in DET/TEST comes on.
• ICE caution message is not shown
• ICE legend in DET/TEST goes off.
4- DET TEST switch → Release

If no other faults are noted, system is considered operational. If the ICE DET 1 FAIL or ICE DET 2 FAIL
status message comes on again following the reset, refer to MMEL item 30-81-01.
BACK
AURAL WARNING NOISE WITH DCU P/N 822-1310-105 —
FCOM 2 11−31−1
Clacker type noise is heard through the headset and the speaker while any aural Warning sounds on
ground or in flight.
BACK
REPORT OF ELECTRONIC FLIGHT DISPLAYS (EFDS)
GOING BLANK — FCOM 2 11−31−2
If an EFD blank-out is reported on-ground or during flight, the following procedure is recommended
until final solution is implemented:
NOTE
- Some events reported include a "fault" message posted in the center of the EFD.
BACK
EFIS Primary Flight Display (PFD) blank-out:
NOTE
- PFD reset will cause the FD mode selection to revert to PITCH and ROLL basic modes. To
prevent FD mode reversion, transfer the FD to a non−affected side prior to the PFD reset.

1- Select "PFD" on the affected display reversionary panel selector.

2- After 5 seconds, select "NORM" on the affected display reversionary panel selector.
3- If the EFIS Primary Flight Display 1 and/or 2 remain blank, follow the appropriate QRH
procedure.
BACK
EICAS Primary Display (ED1) blank-out:
1- Select "ED2" on the EICAS selector on the Source Selector Panel.
2- After 5 seconds, select "NORM" on the EICAS selector on the Source Selector Panel.
3- If the ED1 remains blank, follow the appropriate QRH procedure.
BACK
EICAS Secondary Display (ED2) blank-out:
1- Select "ED1" on the EICAS selector on the Source Selector Panel.
2- After 5 seconds, select "NORM" on the EICAS selector on the Source Selector Panel.
3- If the ED2 remains blank, follow the appropriate QRH procedure
BACK
EFIS MFD 1 and 2 blank-out:
1. Select EICAS on the affected display reversionary panel selector.
2. After 5 seconds, select "NORM" on the affected display reversionary panel selector.
3. If the EFIS Multifunction Display 1 and/or 2 remain blank, follow the appropriate QRH
procedure or At Flight Crew discretion, perform a power-up reset of the MFD 1 by cycling the
associated Circuit Breaker (CB): MFD1 CBP2−V11.
4. The MFD 1 may return to normal operation. If not, perform a power-up reset of MFD 2 by
cycling the associated Circuit Breaker (CB): MFD2 CBP2−K2
5. The MFD 2 may return to normal operation.
BACK
NOSE LANDING GEAR SHOCK STRUT OIL SEEPAGE
OBSERVED IN-SERVICE
Operators have reported oil seepage on the nose landing gear shock strut after landing/taxi during
their walk around and/or routine checks.
As a general rule, the following is acceptable for continued service:
- The presence of hydraulic fluid film seepage on the shock strut is an acceptable condition
and is not an indicator for immediate additional maintenance action.
- Seepage similar to what is shown on this photo is acceptable for continued service.
BACK
ERRATIC BTMS INDICATOR AND BRAKE OVHT WARNING
MESSAGE
(FON 32−003)
Indication: With or without BRAKE OVHT message

Observations:
A BTMS indicator increases and/or decreases rapidly by more than 2 − 3 digits at once or becomes
momentarily dashed (− −).

Recommendations:

On Ground:
CAUTION
Flight crew may only use the following reset procedures when the airplane is on ground and static.

1- ANTI SKID Circuit breaker (1G4) & ANTI SKID Circuit breaker (2G4) → Reset for 30 seconds.

NOTE
- If the BTMS indication is stable and within operational range before take−off than this can be
considered as a nuisance.
- It is suggested that if the erratic BTMS indicator becomes stable for a minimum of 1 minute
prior to brakes release for take–off, the system is considered operational.

In Flight:
Flight crews should cancel the aural “BRAKE” warning, confirm erratic BTMS indicator and continue
normal flight.
If normal BTMS indicator behaviour and overheat condition exist, flight crews should take necessary
actions per AFM, QRH, and FCOM as required, and report as needed.
BACK
STEERING INOP caution message
Observations:
The message will be posted if a steering system fault is found or the system is switched off.
Recommendations:
CAUTION
- Flight crew may only use the following reset procedures when on ground and static.
- Towing is prohibited during the reset procedure.
- Nosewheel steering should not be operated during the reset procedure.

1- HYDRAULIC 3A and 3B pumps → ON

2- N/W STRG switch → ARMED
3- NOSE STEER (1G2) and NOSE STEER (2G2) CB’s → Reset.
4- Confirm STEERING INOP caution message is not displayed.
5- HYDRAULIC 3A and 3B pumps → ON, AUTO

Once the nosewheel steering procedure is complete and the STEERING INOP caution
message is extinguished, the flight crew can proceed with ground manoeuvres.
BACK
RESET PROCEDURE FOR THE LAVATORY ATTENDANT
CALL LIGHT
This FON recommends an acceptable procedure that can be used to reset the light prior to flight.

Reset Circuit breaker CBP2−M5 (Toilet) for 30 seconds.

BACK
Reset procedure for the Navigation Lights
Reset Circuit breaker CBP2-M4 (Lights Nav) for approximately 30.
A reset of the Navigation Lights can also be performed by cycling the Nav Lights switch on the cockpit
overhead External Lights panel.
BACK
VISUAL DIFFERENCES BETWEEN FMS 99 AND FMS 4.1
All new CRJ700/900/1000 airplane are being delivered with the new FMS 4.1 version installed.
Because not all pilots have had a chance to receive training on this new version, a visual differences
handout has been prepared by Rockwell Collins in order to help the flight crews (see attached).
BACK
FMS MAXIMUM ZERO FUEL WEIGHT (MZFW) ENTRY
WORK AROUND
An FMS workaround is provided below in-order to permit the FMS to use the maximum performance
ZFW:
1- Determine Actual Cargo Weight.
2- Determine Desired ZFW.
3- Determine BOW from the FMS DEFAULT page, or enter 0 CARGO on the PERF UNIT page
(BOW will be displayed).
4- Enter Cargo = Desired ZFW − BOW + Actual Cargo Weight.
5- Enter PAX Number. There should be no change to ZFW.
6- Any change to CARGO must be made by using the equation in step (4).
BACK
REPORTS OF INTEGRATED STANDBY INSTRUMENT (ISI)
GOING BLANK
The following procedure is recommended on ground only in order to recover ISI:

Once at the gate or parking position after landing:

1- Remove electrical power from the airplane (execute SHUTDOWN CHECK and TERMINATING
CHECK as applicable). Wait at least 60 seconds, then:
2- Apply electrical power to the aircraft (execute SAFETY CHECK as applicable).

If ISI resumes normal operation: No further action required.

If ISI does not resume normal operation: Report to maintenance as applicable.
BACK
FMS 4200 software version 4.2 may occasionally not
synchronize after power up and when executing
modifications to the secondary flight plan in the air.
After power up:
If this condition is observed (FMS INDEPENDENT OP) directly following the FMS being powered up on
the ground, perform the following on either FMS CDU:
1- On STATUS page 2/2, select the SEC DATA BASE line select key. Observe that the SEC DATA
BASE date shows in the scratch pad.
2- Select the ACTIVE DATA BASE line select key to set the secondary data base as the active data
base.
3- Again, select the SEC DATA BASE line select key followed by the ACTIVE DATA BASE line select
key to return the data base selection to its original state.
4- On the FMS CONTROL page, select the SYNC/INDEP line select key.
5- Select the master FMS when prompted. Observe that SYNC text is larger and goes from white
to green. The message FMS INDEPENDENT OP is no longer posted on the scratch pad.

Following modification of the SEC FPLN:

If this condition is observed (FMS INDEPENDENT OP) following modification of the SEC FPLN in the
air, perform the following on both FMS CDUs:
1- On ACT FLPN page 1/3 , select SEC FPLN.
2- Select DEL on the keypad. Observe that DELETE shows in the scratch pad.
3- Select ORIGIN airport on the SEC FPLN page 1/3. The SEC FPLN will be deleted.
4- On the FMS CONTROL page, select the SYNC/INDEP line select key.
5- Select the master FMS when prompted. Observe that SYNC text is larger and goes from white
to green. The message FMS INDEPENDENT OP is no longer posted on the scratch pad.
BACK
Uncommanded heading indication changes from magnetic
(MAG) to true (TRU).
The condition can usually be rectified by selecting MAG on the FMS CDU as follows:
1- On INDEX page select FMS CTL LSK: (2) Select MAG/TRUE LSK. CDU will briefly display “REQ
PENDING”, then “MAG/TRUE”.
2- Confirm that MAG is displayed in green and TRUE in white.
3- Confirm that PFD and MFD indications no longer display TRU
BACK
Loss of Enhanced Surveillance Transponder Data
1- RTU “ATC” page → ACCESS to view transponder status. If transponder is confirmed
operational but EHS data is not received by ATC:
2- ATC SEL switch → SELECT to reliable side.
3- Confirm with ATC that EHS data is being received.

NOTE
- If the affected transponder has not been reported as failed and data loss is experienced, no
maintenance action is required.
- If the affected transponder has been reported as failed, maintenance action will be required.
BACK
ENGINE STARTING - ALTERNATE PROCEDURE (GROUND)
Certain repeat engine hot starts indicate a root cause of premature starter cut out especially
between 30−35% N2 speed. This FON is issued to provide an interim alternate main engine start
procedure to prevent possible premature starter cut out and reduce the possibility of a hot start.

Push and HOLD the L or R START switch IN until after normal starter disengagement at approximately
55% N2. FADEC will disengage the starter automatically at approx 55% N2 even if the L or R START
switch is IN. FADEC will abort the start based on ITT conditions (hot start) even if the L or R
START switch is IN.

If an engine is suspected of early starter cutout resulting in hot start, the normal
start procedure should be followed except that the start switch should be held pressed IN until
after starter cutout at normal values near 55% N2.
BACK
“L/R FADEC FAULT 2” EICAS Message in flight caused by
T2 / Total Air Temperature (TAT) Sensor Disagreement
It is to be noted that these EICAS messages are reported to post only while flying in moderate to
heavy rain and to disappear when rain is no longer present.
BACK
Engine Indication: Oil Pressure Fluctuation
Indicated oil pressure has been seen to fluctuate constantly by as much as +/- 4 psi (total 8 psi).
BACK
Recommended procedure to reduce the occurrences of the
High Pressure Valve (HPV) being not fully closed after
engine shutdown

The procedure that follows will allow operators to minimize the occurrence of the HPV not closing
fully post-engine shutdown:
NOTE
Bombardier recommends to use this procedure for either of the following:
1- When L/R ENG BLEED EICAS Caution message is displayed only after the affected engine
shut-down (not while engine is operating),
OR
2- As a preventive measure, to prevent L/R ENG BLEED EICAS Caution message from being
displayed post-engine shut-down.

Before shutting down the engines during SHUTDOWN CHECK, perform the following procedure:
1- ANTI-ICE, WING → OFF
2- ANTI-ICE, LH and RH COWL → OFF
3- BLEED VALVES switch → Select CLSD to ensure PRSOV closure. Wait for 5 seconds, then:
4- Thrust levers → SHUT OFF. Wait for another 5 seconds, then:
5- BLEED VALVES switch → Select AUTO
NOTE
Perform Fuel Feed Check Valve Test during the first shutdown of the day as required.
BACK
RAPID DEPLANEMENT
1- PARKING BRAKE / Chocks → ON / IN
2- Flight Attendant → ADVISE to initiate rapid deplanement via a jet bridge or air stairs.
3- Air Traffic Control → NOTIFY of intent to deplane.
4- APU, START / STOP → SELECT OFF
5- APU, PWR FUEL → SELECT OFF

Once all cabin occupants are confirmed disembarked:

6- External electrical power → DISCONNECT
7- BATTERY MASTER → OFF
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OVBD COOL caution message

ATA: 21-24

System: Avionics/Equipment Display Cooling

Observation: Message is posted on ground after detection of the passenger door in closed position if,
for any reason, the Cabin Pressure Control Panel (CPCP) does not receive confirmation from the
ground valve that it is in full closed position within 40 seconds. Message may be a false indication,
refer to Recommendations.

Recommendations:
1- EICAS Primary page and synoptic page → CHECK there are no other messages associated
with avionics cooling, cabin pressure control and proximity sensing system faults.
2- EICAS, DOORS page → SELECT and make sure all the door indications are green.
3- PASSENGER door inner handle → MOVE from closed to fully open position.
4- EICAS, DOORS page → CHECK and make sure PASSENGER door indications are red.
5- PASSENGER door inner handle → MOVE back to full closed position.

NOTE
Check that green witness marks (registers) on all latches (rotary and sliding) are correctly aligned.

6- EICAS, DOORS page ......................................... CHECK and make sure PASSENGER door
indications are green.
7- EICAS Primary page ......................................MONITOR for 60 seconds to make sure that
OVBD COOL caution message does not come on OVBD COOL caution message persists:
YES:
8- MMEL item 21-24-07 ....................... ACCOMPLISH Contact maintenance to accomplish
ground valve deactivation in closed position.
− END −
NO:
8- Resume normal operations.
− END −
BACK
OVBD COOL FAIL status message.

ATA: 21-24

System: Avionics/Equipment Display Cooling.

Observations: Message is posted after landing if, for any reason, the CPCP does not receive
confirmation from the ground valve that it is in full open position. Message may be a false indication,
refer to Recommendations.

Recommendations: If OVBD COOL FAIL status message comes on after landing, apply MMEL item 21-
24-07 (contact maintenance to accomplish ground valve deactivation in closed position).
BACK
ACARS RELATED MCDU MESSAGE AND RECOMMENDED
PROCEDURE
On ACARS − equipped CRJ aircraft, a condition has been identified wherein a white MCDU message
may occasionally be displayed on the FMS CDU display without any new Request For Service (RFS)
and without an ACARS EICAS message nor a chime.
In the case being described herein, the message is a result of the CDU issuing a Client Disconnect
command when switching from an ACARS page to the FMS, but due to processing priorities inside
the CMU, the CMU may continue to try to communicate with the CDU after it has been
disconnected.
The CDU sees this communication attempt as a new Request For Service and displays the white
MCDU message. However, the CMU does not recognize the CDU and sees this as a Request For
Service, and thus does not command the CDU to clear the message.

Recommendations:
The white MCDU message does not indicate an issue and there is no pilot action that can be taken to
clear the MCDU message. The white MCDU message is cleared on power up of the CDU and CMU.

In flight if an ACARS message is received, the EICAS displays will announce an incoming message and
a chime will be heard. ACARS system operation is not affected by the above MCDU message
indication on the CDU. In this case the use of the CDU message line is a CDU feature added to
complement aircraft ACARS system which interface with the CDU.
BACK
ADG FAIL status message.

ATA: 24-23

System: Air Driven Generator

Observation: The Air Driven Generator Control Status message Unit may exhibit random nuisance
type faults during power-up on ground. Refer to Recommendations.

Recommendations:
Attempt to clear ADG FAIL status message.
1- ADG AUTO Deploy (2N6) circuit breaker → OPEN
2- ADG AUTO Deploy (2N6) circuit breaker → CLOSE
3- Confirm that ADG FAIL status message goes off.

ADGCU is now reinitialized and if no other faults are noted system is considered operational. If the
ADG FAIL status message comes on again following the reset, refer to MMEL and/or QRH EICAS
Message List.
BACK
TRU FAN FAIL NUISANCE status MESSAGE
ATA: 24-24

Indication: TRU FAN FAIL status message

System: DC STATIC CONVERSION SYSTEM − UNIT (TRU), TRANSFORMER RECTIFIER.

Observation: Message is intermittently posted because of a component, part of TRU fan fail
detection system is inadequate for operation at high TRU/outside temperatures. The intent of this
service letter is to allow operators to differentiate the nuisance message from a legitimate fault and
to allow normal flight operation in the presence of the nuisance message.

Recommendations:
1- Select DC synoptic page on secondary EICAS display.
2- Confirm each TRU voltage and load are within normal operational range for aircraft
configuration

NOTE
If the TRU FAN FAIL status message has disappears and all parameter are within normal limits,
message can be considered as a nuisance.

3- ESS TRU 1 Circuit breaker (1T2) and TRU 1 Circuit breaker (1B5) → Reset for 1 minute.
NOTE
If the fault goes away the TRU FAN FAIL status message can be considered as a nuisance.

4- ESS TRU 2 Circuit breaker (2C5) and TRU 2 Circuit breaker (2B5) → Reset for 1 minute.
NOTE
If the fault goes away the TRU FAN FAIL status message can be considered as a nuisance.
— END —
BACK
XFLOW PUMP caution message

Observations: The message can be posted on ground after the selection of the XFLOW AUTO
OVERRIDE switch to MAN mode.

Recommendations:
Prior to take-off:
1- XFLOW AUTO OVERRIDE → AUTO
2- FUEL SYST CONT (1M11), and FUEL SYST CONT (2U11) CB’s → Reset.
3- Confirm XFLOW PUMP caution message is not displayed. If XFLOW PUMP caution message
persists:
4- CROSSFLOW PUMP (1S5), and CROSSFLOW PUMP CONT (2R7) CB’s → Reset
5- Confirm XFLOW PUMP caution message is not displayed.
6- XFLOW AUTO OVERRIDE switch → MAN. Wait 2 minutes minimum.
7- Confirm XFLOW PUMP caution message is not displayed.

NOTE
If XFLOW PUMP caution message comes on again or persists, the appropriate maintenance action is
required.
BACK
L SCAV EJECTOR or R SCAV EJECTOR Caution Message

ATA: 28-21
System: Engine Fuel Feed System
Observations: L SCAV EJECTOR or R SCAV EJECTOR caution message is displayed following an engine
shutdown. The message seems to display mainly after flying for an extended period under cold
weather environment.
It was also reported that a message could also occur following an engine start when the airplane was
left on ground under cold temperature for an extended period (cold soak).

Most faults will clear by themselves after some refueling (wing tank) is done or when the engine is
started/shutdown again.

Recommendations:
Do one or more of the following steps to try to clear L SCAV EJECTOR or R SCAV EJECTOR caution
message.
• STEP 1: Make sure the associated wing tank fuel quantity is approximately 3500 lbs (1600 kg) or
more.
• STEP 2: If caution message is displayed following an engine startup, carefully increase the throttle
power lever (20−30% N1) for 30 seconds. Once power lever is back to idle position, make sure the L
SCAV EJECTOR or R SCAV EJECTOR caution message is not shown.
• STEP 3: Do the engine Idle Speed Check for a minimum of 5 minutes. After engine shutdown, make
sure the L SCAV EJECTOR or R SCAV EJECTOR caution message is not shown.
NOTE
If the caution message does not reset by itself or returns following the accomplishment of the above
procedures, further troubleshooting must be done to identify the cause.
BACK
FDR ACCEL FAIL status message.
Observations:
FDR ACCEL FAIL status messages following power-up. In most cases, a power reset will clear the fault
message.

Recommendations:
Push the FDR EVENT. If this does not clear the message, troubleshooting should target the FDR
accelerometer.
BACK
HOW TO TRANSMIT A SPECIFIC MDC FAULT B1 CODE
(CRJ1000)
The MDC is capable of downlinking information via ACARS/Data Link. There are three methods of
initiating downlink:
• Event initiated (e.g., transition to a key flight phase, engine trend snapshot received, etc.);
• Pilot initiated (e.g., via button or menu selection);
• Ground initiated (a request is uplinked to the aircraft for a canned report from the MDC).

No ACARS equipped (or ACARS not available)

Following an EICAS fault message, the crew can provide the B1 code to Maintenance Control:
NOTE
MFD selected will show Maintenance Mode MDC information in lieu of NAV information as long as
the Maintenance Switch is selected either on MFD 1 or MFD 2 position.
Recommendations:
1- Select either Multi−Function Display (MFD 1 or MFD 2) using the Maintenance switch located
on Circuit Breaker Panel 1 above the captain seat.
2- On the MAINTENANCE MAIN MENU page move the cursor using the appropriate keys on the
ECP to select the CURRENT FAULTS page.
3- On the CURRENT FAULTS page move the cursor using the appropriate keys on the ECP to
select the fault message.
4- On the ADVANCED DIAGNOSTICS page take note of the equation identification number (i.e.
fault data B1 code).
5- Transmit B1 code as per your company procedure;
6- Return Maintenance Switch on Circuit Breaker Panel 1 to OFF.
BACK
DUCT MON FAULT status message
Observations:

ATA: 36-21
System: Bleed Air LeakDetection System
Observation: An operator wants to cycle the AILC circuit breakers, in order to carry out an integrity
check on the Bleed Air Leak Detection System, without turning the airplane power OFF for
operational reasons.

Recommendations:
- Ensure the following aircraft conditions:
- Aircraft on ground and Park Brake Set.
- Both engines and Bleed Air must not be operational during this check.

1- BATTERY MASTER switch → ON

2- AC power → ESTABLISH.
3- WING A/I CROSS BLEED switch → Normal.
4- BLEED VALVES switch → CLSD
5- ISOL switch → CLSD
6- BLEEED SOURCE switch → BOTH ENG CLSD
7- A/ICE CONT CH A and A/ICE CONT CH B circuit breakers (1D7 and 2T1) → Reset
8- Verify on the EICAS status page that the DUCT MON FAULT status message has cleared.
9- BLEED VALVES switch → AUTO
BACK