Overview

Introduction

This document is designed to assist you in all of the functions readily available in the TFDi Design 717, and provides operating recommendations to help keep your flights as functional and stable as possible. Included are written descriptions and diagrams, where applicable, of onboard systems, flight controls, displays, and relevant indications.

A complete write-up of the 717’s Flight Management System (FMS) is included as a separate document.

Abbreviations

Cockpit Layout

Cockpit Areas

Displays

Aft Overhead

Forward Overhead (Upper)

Forward Overhead (Lower)

Left Cockpit Wall

Right Cockpit Wall

Glareshield and Instrument Panel

Pedestal

Yoke

Throttle

EIS Alerts

Overview

The EIS alerting system works with the MASTER WARNING, MASTER CAUTION, EAD, and SD to alert the pilot of various conditions in the aircraft.

Alert Levels

• Level 0 - Minimal Attention Required: These appear only on the EAD in cyan, starting from the bottom of the right-most column.
• Level 1 - Attention Required: These appear in amber on the EAD and on the corresponding SD page.
• Level 2 - Immediate Attention Required: These appear in amber, surrounded by an amber box on the EAD and on the corresponding SD page. The MASTER CAUTION illuminates.
• Level 3 - Emergency: These appear in red, surrounded by a red box, and preceded by a triangle symbol on the EAD and on the corresponding SD page. The MASTER WARNING illuminates.

Clearing Alerts

Most alerts appear initially on both on the EAD and the corresponding SD page, in reverse chronological order, grouped by level. A newly activated alert of level 1 or higher will cause the associated SD cue switch to illuminate.

Pressing the associated SD cue switch on the pedestal will acknowledge corresponding alerts, remove them from the EAD, and extinguish the SD cue light.

Alert Behavior

If there are active alerts that have been removed from the EAD, the associated text for that will appear on the lower bottom right of the EAD as a reminder.

Some alerts display only on an SD page and skip the EAD. If an alert has appeared on an SD page but the SD cue has not been pressed, the reminder text will flash.

If an alert of level 2 or higher is activating the reminder, either flashing or static, the reminder text will be outlined in amber. A list of all active alerts of level 1 or higher can be found on the STATUS SD page.

Consequences

Some alerts include consequences – additional information to remind the crew of limitations that may exist as a result of the condition that caused the alert. These will be displayed, if any exist for the alert, on the corresponding SD page and on the CONSEQ SD page.

Takeoff and Landing Readiness

The bottom row of the middle row on the EAD will be convert to an essential checklist for takeoff or landing.

Before departure, the EAD can display the following items:

The displayed item will convert to red, except for SPOILERS, if the throttles are advanced and the condition isn’t satisfied. During approach, the following items may be displayed on the EAD:

Alert List

Below is a list of all possible EIS alerts, their level, associated system or SD page, and an explanation of the alert. The ALERT column has been stylized to represent the appearance of the alert on the EAD and SD as closely as possible. SYSTEM LEVEL ALERT CAUSE

Aural Alerts

Overview

The aircraft is capable of producing various systems-related alerts in addition to standard GPWS alerts. The CAWS has a priority system, allowing it to play the most important or relevant alert first.

In the event of a repeating aural alert, after three cycles, the CAWS will automatically reduce the volume of that alert until it is cleared or another alert plays.

Aural Alert List

Below is a list of all possible aural alerts and any additional tone or sound that accompanies them. They are ordered in relative priority. For a more detailed explanation of certain alerts, please see the relevant sections of this document.

Systems

Air (Pneumatic) System

Overview

The 717 has two identical air sub-systems capable of the following:

• Pressurization
• Air conditioning
• Anti-ice
• Engine start
• Potable water system pressurization

Air conditioning controls are on the forward overhead panel.

Air Synoptic Display

The air SD page, accessible by pressing the AIR SD cue switch, displays the following:

• Air system flow
• Airflow duct and zone Temperature
• Valve positions
• Pressurization status

Pneumatic Sub-Systems

• Isolation Valve: The isolation valve separates the left and right air systems. The aircraft will attempt to keep them isolated at all times. In the event of a loss of pressure to one side, the isolation valve, when controlled automatically, will open to pressurize the anti-ice systems. It must be manually opened for air conditioning and engine starter operation.
• Auto Pack Shutdown: In the event of an engine failure below 3000 feet AGL, both air conditioning packs will shut down to preserve thrust in the remaining engine. They can also be automatically shut off during departure by selecting PACKS OFF in the MCDU.
• Ram Air: Ram air can provide pressurization to the air system if standard bleed air is not available.
• Air Conditioning: The air conditioning system consists of separate cockpit and cabin conditioning and a gasper booster fan to provide additional ventilation. When operating the gasper booster fan, if the packs are not running, the ram air valve must be opened to allow air flow.
• Pressurization: The outflow valve controls cabin pressurization rate. When in automatic pressurization control mode, the system will open and close the valve as required. Standard maximum cabin differential pressure is 7.86 psi. At 19,000 feet, the system will maintain sea level pressure in the cabin. At 37,000 feet, it will maintain a pressure altitude of 8,000 feet in the cabin. If in manual mode, it is the pilot’s responsibility to monitor pressurization status and adjust as required. If the landing altitude is set manually, it will be reset to automatic mode upon the next entry of a flight plan.
• Cargo Heating/Pressurization: The forward cargo compartment is heated electrically to maintain reasonable temperatures. Living or temperature sensitive cargo must be transported forward of the cargo door. The cargo compartments are equalized with cabin pressure.
• Radio/Instrument Cooling: Avionics and radio cooling is provided automatically on the ground. In the air, the avionics cooling switch can be used can be used to switch between fan and venturi airflow cooling. The displays are cooled by either a fan or pack airflow. With both packs selected on, the fan will turn off – it is imperative for the pilot to ensure that there is airflow to the cooling via the airflow indicator on the instrument panel (pictured above) by ensuring that either one pack switch is off or the packs have air flow. The egg-shaped object will appear at the top of the tube when there is sufficient air flow.

Auxiliary Power Unit (APU)

Overview

The auxiliary power unit exists to provide electrical power and pneumatic pressure to the aircraft without the engines or as a supplement/backup to the standard supplies.

APU Operation

The APU uses the battery to start. The start process is automated after the master switch is released to the run position. There is a delay before APU runup to allow for the inlet door to open.

The APU normally consumes fuel from the right main tank. A pump is required to start, but not run, the APU. The DC start pump or an appropriate AC pump is sufficient to start the APU.

Electrical power is available immediately after APU runup. APU air is available approximately 2 minutes after APU start, on the ground only.

During a normal shutdown, the APU will continue running for approximately 17 seconds to allow the electrical system to smoothly transfer power to other sources. If the APU shuts down because the APU FIRE CONT switch was moved to the OFF & AGENT ARM position, the delay is skipped.

APU Data

The APU EGT and RPM percent are displayed on the engine synoptic page.

Electrical System

Overview

The 717 is equipped with an automatic power control system. The majority of system operation is controlled by the EPCU and the PCDUs for each generator.

Each engine has an IDGS that provide independent power, both capable of powering the aircraft’s systems. The IDGS converts variable speed mechanical energy from the engines into constant, reliable electricity. The APU also provides sufficient power for the entire aircraft. An external power generator can be connected for quicker and more fuel-efficient operation.

Emergency Power

The emergency power system, when armed, will automatically connect the DC battery to the emergency DC bus and emergency AC bus through the emergency TR. Not all aircraft systems will be available via emergency power, only those essential for flight.

Once activated, the emergency power system must be reset by moving the switch to the off position before being moved back to arm, or it will remain active and continue to discharge the battery. When emergency power is active, or during a test, ON will illuminate on the annunciator near the switch.

Power Distribution

The 717 distributes power automatically and will attempt to isolate the left and right AC and DC systems. With the bus tie switches in the auto position, if power is lost to any buses, the system will automatically open and close the appropriate relays to supply power from the offside system.

Power transfer occurs via a No Break Power Transfer (NBPT) to avoid disruptions in aircraft systems. This function is driven by the EPCU.

Electrical Synoptic Display

The electrical synoptic display is accessible by pressing the ELEC SD cue switch.

Electrical Annunciators

On the overhead panel, annunciators will display the source of power to the corresponding AC BUS, if it is not the standard, on-side source. In the image below, both left and right AC buses are being powered by the APU. Annunciators above the APU and external power switch will indicate their status.

Engines

Overview

The 717 is equipped with two high-bypass turbo fan engines capable of producing a maximum of 21,000 pounds of thrust each. These engines have a clamshell style thrust reverser. The engines are controlled via the EEC and FADEC.

Throttle Levers and Reverse Thrust

The throttle levers can be moved to command a specific thrust from the FADEC. There is a gate at the end of the range of motion that the throttles can be forced through. In this position, they will command emergency thrust and exceed current limits. If left in this position, the FADEC will revert to manual N1 mode.

Pulling the reverse thrust levers up will unlock and engage the reversers.

An amber “U/L” will appear inside the EPR dial when the reverser clamshells are unlocked, but not fully deployed or stowed.

When the reverser clamshells have deployed fully, REV will appear in green inside the EPR dial.

The reverser handles have a gate at the edge of their range of motion that when entered, will activate emergency reverse thrust. This will cause REV to appear in amber adjacent to the EPR dial until the ENG EXCEEDENCE RESET button is pressed. Emergency reverse can be harmful to the engine.

Reverse thrust is available only with the nose wheel on the ground. If an engine has failed, the EEC will allow the reverser on the failed engine to deploy for up to 60 seconds after landing to avoid differential drag.

FADEC

The FADEC works by converting commanded thrust from the throttle levers to an appropriate amount of thrust from the engines.

In standard EPR control mode, the throttle position will correspond to a specific EPR between the calculated idle EPR and EPR limit at that moment. The FADEC will account for numerous aircraft and atmospheric conditions and adjust the engines to reach that EPR throughout the flight.

In manual N1 control mode, the FADEC will convert commanded thrust to a corresponding N1 percent.

Exceedence

In the event that certain engine parameters, such as N1, TGT, or N2, exceed normal operational limits, the maximum reached value will be displayed in amber next to the corresponding indication on the EAD. These can be cleared via the ENG EXCEEDENCE RESET button on the overhead.

Startup

The engines are capable of a full automatic start procedure, driven by the EEC. The engines require a minimum of 32 PSI in the manifold to start. Startup can be initiated by pulling the respective engine start knob.

In automatic startup mode, the EEC will monitor engine parameters and abort the start if any anomalies are detected. At approximately 22% N1, the EEC will power the igniter. This is indicated by a cyan lightning bolt inside the TGT dial.

If TGT is above 150°C, the EEC will motor the engine to allow it to cool sufficiently. At approximately 40% N1, the EEC will close the start valve.

In manual mode, it is the pilot’s responsibility to monitor engine parameters and introduce fuel at approximately 19% N1, as the igniter is continuously powered. After start, the ignition switch should be returned to the auto position.

ENGINE AND ALERTS DISPLAY (EAD)

The EAD displays engine parameters and the EIS alerts.

Engine Synoptic Display

The engine synoptic display is accessible by pressing the ENG SD cue switch.

Flight Controls

Overview

The aircraft flight control system consists of various components. Each system is explained in more detail below. Certain controls are aerodynamically positioned, meaning that a control tab on the surface deflects when a movement is commanded, which in turn causes drag to push the control surface. This also means that the effectiveness of these controls is dependent on airflow.

Ailerons

There are two tabs located on each aileron. Both tabs are pictured below, and are shown deflected upward (independently in each image).

The ailerons are positioned aerodynamically by the aileron control tab, located on the control surface. The deflection of this tab causes the aileron itself to deflect. Because of this, the aileron control tab movement is inverted compared to the aileron itself.

The aileron trim is controlled by a tab next to the aileron control tab. This tab works similarly to the aileron control tab and deflects air to trim the aileron.

Elevator

The elevator is controlled aerodynamically by the two elevator control tabs (pictured above, deflected downward). The elevator is hydraulically assisted when moving downward to allow the pilot, or stall prevention system, to move the elevator regardless of airflow.

A geared tab next to the control tab moves as the elevator itself moves to assist with positioning.

Horizontal Stabilizer (Longitudinal) Trim

The stabilizer trim control (pictured above, fully trimmed upward) causes the elevator to rotate upward or downward to compensate for differences in the center of the gravity.

Rudder

The rudder is primarily hydraulically driven. In the event of a loss of hydraulic pressure or by usage of the HYD CONT RUDDER button, the rudder can be reverted to aerodynamic control via the rudder control tab (pictured left, deflected left).

Spoilers

The spoiler system serves several functions: Roll augmentation - when the yoke is deflected more than 5 degrees, the spoilers on the side the yoke turned toward will begin to deploy to reduce the lift on that wing. If the spoilers are deployed already, the spoilers on the wing opposite of the turn will begin to retract.

Inflight speed brakes - when the spoilers handle is moved downward, it will begin to extend the spoilers on both wings to help reduce speed and lift to assist in deceleration and descent.

Drag and lift adjustment during rejected takeoff and landing - when armed, the spoilers will automatically deploy when the reverse thrust levers are moved, or during landing, upon weight-on-wheels detection or main gear tire rotation.

If the spoilers are deployed and the throttles are advanced significantly, the spoilers will automatically retract.

Brakes

The aircraft is equipped with four brake systems – both sides of both main landing gear. A hydraulic pressure accumulator stores hydraulic pressure to supply brake pressure in the event of a loss of hydraulic pressure.

Flaps and Slats

The flaps and slats are hydraulically powered. The slats extend from the front of the wing at or above the flaps 0 position on the flaps handle. The flaps handle has fixed detents at the UP/REV, 0, 13, 18, 25, and 40 position. Flap angles greater than 18 are considered landing range. There is a mechanical gate at the flaps 18 position. If retracting the flaps from above 18 degrees to below 18 degrees, the handle must stop at the 18 position and be moved again to move beyond the gate. This is to assist the flight crew in immediately achieving appropriate flap settings during a go-around.

The takeoff flap selection (dial-a-flap) system allows the crew to select a varying degree of flaps between 0 and 20. This is accomplished by moving the thumb wheel until the indicator points to the desired flap setting (pictured left). This system works by moving a mechanical gate in the flaps handle to the appropriate location. The flaps handle can then be moved to that position to achieve the desired flaps angle.

Stall Warning and Stick Pusher

The stall warning system consists of the aural alert, an alert on the PFD, and the stick shaker system. The stick shaker will vibrate the yokes to make the crew aware of the impending stall.

Due to the aircraft’s behavior during a deep stall, a stick pusher system is implemented. If the crew fails to recover a stall or the flight conditions exceed certain limits, the stick pusher system will apply full forward pressure on the yoke. At this time, the STICK PUSHER button will illuminate and the autopilot will disconnect. The stick pusher will continue to apply force until the flight conditions have recovered or one of the STICK PUSHER buttons is pressed.

Configuration Synoptic Display

The configuration synoptic display is accessible by pressing the CONFIG SD cue switch.

Fuel System

Overview

Fuel is stored on the aircraft in three tanks – a left main, center, and right main. The main tanks have a capacity of 1,400 U.S. gallons and the center tank has a capacity of 870 U.S. gallons.

The refueling port is on the leading edge of the right wing.

Supply

Each main tank has two fuel booster pumps. In standard configuration, each engine draws fuel from its on-side tank. The center tank has higher pressure than the main tanks, so if there is fuel in the center tank, it will be burned first.

Opening the fuel cross feed and turning the booster pumps on one side off will cause fuel will on the side with the booster pumps to be burned first.

Quantity Sensing

There are two channels of fuel quantity gaging systems powered by different electrical systems. These can be switched by pressing the fuel quantity select button.

Fuel Synoptic Display

The fuel synoptic display is accessible by pressing the FUEL SD cue switch.

Hydraulic System

Overview

The hydraulic system is divided into two sub-systems, a left and right. The left hydraulic system provides pressure to the inboard spoilers, the left reverse thrust clamshell, and the elevator. The right system provides pressure to the outboard spoilers, the rudder, the right reverse thrust clamshell, and the landing gear. Both systems provide pressure to the slats, flaps, nosewheel steering, and brakes.

Pumps

The left and right engine driven hydraulic pumps provide pressure to the corresponding system. The auxiliary pump is an electrical pump connected to the right hydraulic system. It can be used to provide hydraulic pressure when the engine driven pumps are unable to. The transfer pump allows a hydraulic sub-system to be pressurized by an off-side pump.

Hydraulic Synoptic Display

The hydraulic synoptic display is accessible by pressing the HYD SD cue switch.

Ice and Rain Protection

Overview

The ice and rain protection systems consist of several sub-systems. These consist of the wing, tail, and engine cowl anti-ice, air data system and windshield anti-ice, and windshield wipers and anti-fog.

Anti-Ice

The anti-ice system uses air pressure from the pneumatic system. When air-foil anti-ice is activated, an indication of the system(s) in use will appear on the air synoptic display (pictured below).

If the engine anti-ice system is activated, the cyan lightning bolt will appear inside that engine’s TGT dial.

Windshield Systems

The forward three windows have anti-fog and anti-ice. The forward five windows and eyebrow windows have anti-fog. The windshield wipers operate faster than standard windshield wipers. They have a park mode to return them to the stowed position. They also have a slow and fast mode.

Lighting

Overview

The 717 has standard aviation lights (position, navigation, strobe, beacon, and landing lights). In addition to these, it has a logo light, a wing/nacelle light, and ground flood lights.

In the cockpit, there are integral lights (back lights), flood lights, emergency lights, and the circuit breaker light.

Cockpit Lighting Usage

The cockpit integral lighting also controls back lighting for the radio data displays and the AFS readouts. These displays may become difficult to read at night without integral lighting even if flood lighting is active (pictured left). The rheostat (the larger, lower knob on the cockpit lighting controls) controls the integral lighting.

Emergency Lighting

If the emergency lighting is armed and power is lost to the standard electrical buses, the emergency lighting will activate automatically.

Autoflight

Overview

The 717’s AFS allows the pilot to instruct the aircraft’s computers to handle the aircraft. The autoflight system is very complex and consists of multiple components, which are detailed in the coming sections. A guide to how the AFS controls physically work was provided via the cockpit familiarization diagrams – this section will cover AFS logic and modes.

FMA

The flight mode annunciator is on the top of the PFD (shown below).

The outline around the pitch and roll modes (PITCH and TAKEOFF in the above image, respectively), will be white if the autopilot is disconnected but is able to be engaged. It will be amber if autopilot cannot be engaged, either due to current configuration or because the disconnect button is depressed. When autopilot is disconnected via the autopilot disconnect button, the outline will flash red and the alert will play until the button is pressed again. It will be hidden when AFS is engaged.

The outline around the speed or throttle mode (T/O CLAMP in the above image) behaves the same way for ATS. When disconnected via the ATS disconnect button, the outline will flash red until the button is pressed again.

The location of these modes may change depending on the AFS/ATS configuration, but the behavior is the same.

AFS/ATS MODES Some AFS modes can be activated by the FMS or by manual pilot selection.

Below is a table of all possible AFS pitch modes.

Below is a table of all possible AFS roll modes.

Below is a table of all possible ATS speed modes. A CLAMP mode indicates that the pilot can manually adjust the throttle position after it has reached the commanded position.

Armed Modes

Certain modes can be armed prior to engagement. For pitch, GS and PROF can be armed, for roll, VOR, NAV, or LOC can be armed. Once the conditions required to activate the mode have been met, they will be engaged. When armed, they will display in smaller text above the active mode FMA (pictured above).

Vert Alert Logic

During FMS-guided altitude hold, if the aircraft is about to begin climbing or descending, either due to pilot input or removal of a flight plan altitude restriction, “VERT ALERT” will appear above the pitch mode FMA (pictured below).

During this time, the AFS will continue to hold the previous altitude to allow the pilot a chance to intervene. If undisturbed, after the brief delay, the new altitude will become the active altitude and the aircraft will begin its climb or descent.

Protection Modes

If the speed falls below VMIN or goes above VMAX, the ATS will override the current ATS speed mode. It will then either advance or retard the throttle, respectively, until the speed has recovered. In the event of an imminent stall, the stick pusher system will automatically apply forward pressure to the yoke.

Nav and Prof

NAV and PROF are the FMS-guided roll and pitch modes, respectively. They will follow the FMS flight plan and any associated restrictions or limitations. NAV will follow the magenta line on the ND.

PROF, when active, will automatically climb up to a maximum of the selected altitude or descend down to a minimum of the selected altitude, depending on flight phase. PROF will honor altitude restrictions automatically.

PFD AFS Data Display

The PFD will display the selected speed and altitude as a filled white bracket. It will display the preselected speed or altitude as a hollow white bracket (pictured below).

The PFD will display current FMS-guided speed and altitude targets and limits. These are indicated as solid magenta circles for active modes or outlined magenta circles when inactive. For instance, if using EDIT speed, the current ECON speed will be displayed as an outline and the EDIT speed will be solid (pictured below).

ND AFS Data Display

The ND will display the current flight plan, top-of-climb and top of descent, and altitude or speed restrictions if the data display is enabled. An image of the ND with a flight plan and an altitude restriction at KANDE is shown below. Top-of-climb is indicated as a hollow magenta ball with the cruise altitude displayed adjacent.

Primary Flight Display

Overview

The PFD displays data used to fly the aircraft including vertical speed, altitude, pitch, bank, heading, and airspeed. A diagram of the PFD is below. The exact appearance of the PFD will vary somewhat based on current configuration and air data status. Some elements, such as the stall warning and ground proximity warning, are not pictured below.

When certain data input is not available, the PFD will not display dependent on it. If it is off or failed, it will display a failure flag over the data, otherwise, it will just be blank. An image of the PFD without air data is below.

Navigation Display

Overview

The ND provides the pilot with additional data about positioning, waypoint tracking, flight data, and radar overlays. A diagram of the ND is below. Some elements may display differently depending on configuration and may not be pictured below.

When certain data input is not available, the ND will not display dependent on it. If it is off or failed, it will display a failure flag over the data, otherwise, it will just be blank. An image of the ND without air data is below.

Additional Modes

The ND has 5 modes: MAP (pictured above), PLAN, APPR, TCAS, and VOR. An image of the display in the other four modes and the key differences are below. These are accessible by pressing the associated buttons on the glareshield panel.

Plan Mode

Key differences:

• The ND will display a circular compass with range rings on the sides of the rings
• A north-up arrow will point upward on the bottom right, as the display is always north-up
• The ND will center on the currently selected waypoint when the MCDU is on the F-PLN page, allowing the pilot to preview the flight plan
• The aircraft symbol will rotate according to aircraft orientation in relation to the flight plan
• The radar/weather overlay will be removed

APPR Mode

Key differences:

• The map will become a deviation and course pointer for the currently active ILS, if an ILS is selected by the MCDU either automatically from the flight plan or manually by the pilot
• The heading display and associated functionality will move to the inner compass ring
• The data mode display will become an ILS and ILS DME display
• Non-flight plan data and traffic will not be displayed
• The flight plan will not be displayed

VOR Mode

Key differences:

• The map will become a deviation and course pointer for the currently active VOR, if a VOR and course have been selected via the NAV RAD page of the MCDU
• The heading display and associated functionality will move to the inner compass ring
• The data mode display will become an ILS and ILS DME display
• Non-flight plan data and traffic will not be displayed
• The flight plan will not be displayed

TCAS Mode

Key differences:

• The Radar and weather overlays will not display
• Non-flight plan data will not be displayed
• All relevant traffic will be displayed
• At 10-mile range selection, a 2-mile range ring will be displayed as asterisks
• When selected, range will be automatically reduced to 10 miles
• The flight plan will not be displayed

System Display

Overview

The SD consists various system synoptic displays, a miscellaneous (MISC), status, and consequences (CONSEQ) page. The system synoptic displays have been discussed in the relevant section of this document already and will not be discussed again here.

Consequences Page

The consequences page is accessible by pressing the CONSEQ SD cue switch. The consequences page displays all alerts that have consequences and the consequence(s) in the adjacent column. An image of that page is below.

Miscellaneous Page

The miscellaneous page is accessible by pressing the MISC SD cue switch. The miscellaneous page displays any alerts not grouped into other systems, except for maintenance (MAINT) alerts. An image of that page is below.

Status Page

The status page is accessible by pressing the STATUS SD cue switch. The status page will display all active alerts, grouped by system, then ordered by priority. This is the only page where MAINT alerts will display. An image of that display is below.

Navigation Display Mode

The SD can display a navigation display in the event that a display unit that the ND should be on has failed. ND SD mode is activated by pressing the ND SD cue switch. If both NDs are functioning and ND SD mode is activated, the SD will display “THIRD NAV DISPLAY NOT AVAILABLE”.

Ground Proximity Warning System (GPWS)

Overview

The GPWS monitors airplane parameters and flight conditions to warn the pilot of unsafe flight patterns. The GPWS will trigger an aural alert and, if required, a flashing amber or red GROUND PROX annunciation on the FMA on the PFD. As each alert was discussed in the CAWS section, this section will more thoroughly explain the underlying logic as appropriate.

Excessive Descent Rate

If the aircraft begins to descend too quickly under a certain altitude, it will cause a GPWS “SINK RATE” warning and display an amber “GROUND PROX” warning on the FMA. If the excessive descent continues into a second, more extreme envelope, the aural warning will become “PULL UP” instruction and a red “GROUND PROX” on the FMA.

Altitude Loss After Takeoff

If the aircraft sinks below 245 feet AGL with the gear retracted and flaps not in the landing range, “DON’T SINK” will be played and an amber “GROUND PROX” alert will be displayed on the FMA.

Unsafe Terrain Clearance

With the landing gear up and the flaps not in landing range, if the aircraft descends below the lower limit of 500 feet AGL, “TOO LOW GEAR” will be played and an amber “GROUND PROX” warning will appear on the FMA.With the landing gear extended, flaps not in the landing rage, and if below 159 knots, when the aircraft descends below the lower limit of 245 feet AGL, “TOO LOW FLAPS” will be played and an amber “GROUND PROX” warning will appear on the FMA.

As speed increases, the terrain closure rate altitude limit increases, up to 1,000 feet AGL at 250 knots or more. Descent below the upper limit will cause “TOO LOW, TERRAIN” to be played. During departure, if the aircraft sinks more than 75% of the current radio altitude, “TOO LOW, TERRAIN” will be played and an amber “GROUND PROX” warning will appear on the FMA.

Glide Slope Warning

If below 1,000 and above 300 feet AGL and more than 1.3 dots below the glide slope or if below 300 feet AGL and more than 2 dots below the glide slope, the “GLIDE SLOPE” aural alert is played and the BELOW G/S light is illuminated.

Bank Angle Warning

The bank angle warning will cause an aural alert if bank angle exceeds the current limit. The limit increases from 6 degrees at 0 feet and below to 40 degrees at 150 feet AGL. This limit may be reduced by up to 6 degrees depending on current roll rate.

Traffic Alert And Collision Avoidance System (Tcas)

Overview

The TCAS system will attempt to detect and mitigate traffic conflicts. Warnings exist in two levels – traffic advisories (TAs) and resolution advisories (RAs).

Modes

The TCAS/transponder mode control can select test mode, off, transponder on but altitude reporting and TCAS off, transponder on with altitude reporting on with TCAS off, transponder on and TCAS in TA mode only, and transponder on with TA and RA mode on.

RA mode is inhibited below 1,100 feet AGL during departure and 900 feet AGL during approach. Unreasonable RAs are disabled outside of certain altitude envelopes.

Displays

By default, only aircraft that are part of an active TA or RA will be displayed on the ND – this is called part-time display mode. When TRFC mode is active on the ND, all relevant traffic will be displayed. The TCAS test will look like the image below.

Proximate traffic is displayed as a solid cyan diamond, aircraft involved in a TA will be a solid amber ball, aircraft involved in an RA will be solid red square, and other traffic will be a hollow cyan diamond. The difference in altitude between the aircraft and other traffic will be displayed below the symbol. An upward or downward arrow adjacent to the symbol will indicate if the traffic is climbing or descending significantly.

Current TCAS mode will be displayed on the ND.

During the test, or during an RA, red bands on the PFD will indicate vertical speeds unsafe at that time due to traffic. Depending on the nature of the RA, avoiding certain vertical speeds may not be sufficient to resolve the conflict. In this case, vertical speed should be adjusted to be within the green band. During a TCAS test, the vertical speed display on the PFD will display test bands (pictured below).

Terrain Database And Weather Radar

Overview

The aircraft is equipped with a terrain database and weather radar.

Weather Radar

The weather radar can be tested via the knob on the center console. This will cause a test image to be displayed on the ND (if the ND radar overlay is in WXR mode), play the weather related aural alerts, and display associated visual cues. The intensity of the color of the weather radar returns indicates the intensity of the precipitation. In order, these are green, amber, and red. If in turbulence (WX/T) mode, magenta will indicate turbulence. An image of the ND with weather radar returns displayed is below.

The weather radar will cause a flashing “WXR ON” message to flash on the ND if left on during ground operation.

Terrain Display

If the ND radar overlay is in TERR mode, a map of terrain will be displayed on the ND. The intensity of the color of the terrain display will indicate the relative threat. Green is non-threatening, amber is possibly threatening, red is 1,000 feet or more above the current aircraft altitude and considered dangerous. An image of the ND with terrain displayed is below (in peaks mode).

A GPWS test will cause a terrain test image to be displayed.

Peaks Modes

With peaks mode active, the profile of the terrain below the aircraft will be displayed, instead of a blank return to promote situational awareness.

With peaks mode active, numbers that represent the peak altitude ceiling and floor are displayed in the radar data display box and change color according to aircraft altitude relative to the terrain. Red and amber are being threats – green indicates safe. They represent altitude by hundreds – for example, an indication of 100 means 10,000 feet, 010 means 1,000 feet, and 001 means 100 feet.

Integrated Standby Instrument System (ISIS)

Overview

The ISIS is a DC-powered standby display that exists to provide pitch, bank, airspeed, Mach number, and altitude to the pilots in the event of a loss of primary flight instrumentation or data. An image of the ISIS is below.

The ISIS has its own altimeter that can be adjusted independently of both the captain and first officer’s altimeter.

Startup And Alignment

Upon initial powerup, the ISIS will initiate a self-test and indicate this on the display. After this, it will begin the alignment process. This test can be initiated by pressing the ISIS align button.

Supplementary Display Information Display Switching In the event that a display unit fails, the system will automatically adjust and display the highest priority displays on the remaining screens. An example of this is shown below.

A display can be turned completely off by turning the brightness knob until it clicks into the off position. If all 6 display units are turned off via the knobs, they will all come on at maximum brightness.

Displays During Annunciator Test If on the ground, an annunciator test will cause various failure flags and messages to appear on the displays. An example of this is below.

GNSSU And ADIRU

Overview

The 717 is equipped with two ADIRUs and two GPS sensors. The ADIRUS serve two purposes: to provide air data (pitch, bank, etc.) and inertial navigation information. Backup power is provided to ADIRU 1 and 2 via the airplane battery and an additional backup battery, respectively, in the event of a loss of normal power. The GPS sensors provide satellite-based position information to the aircraft.

Initialization

The ADIRUs require explicit startup and initialization, known as alignment. To begin powerup and alignment, rotate the respective IRS knob to the NAV position. This will begin the initialization process. To finish the initialization process, a departure and arrival airport must be entered into the MCDU on the F-PLN INIT page and the INITIALIZE IRS function must be activated via the MCDU.

The ADIRU provides different data when off, beginning initialization, finishing initialization, and fully initialized, which causes the PFD and ND to appear different during each stage. The initialization process takes approximately 20 seconds, 3 minutes, or 7 minutes depending on your ADIRU alignment time setting (instant, short, and realistic, respectively). These times will varying depending on aircraft latitude.

The GPS sensors are powered and initialized automatically during normal airplane operation.