Regional Jet 200 ER/LR (CRJ200)
Flight Crew Air Transport Pilot (ATP)
Aircraft Equipment Problem Critical
Flight Crew Diverted; Flight Crew Landed As Precaution
Aircraft
Shortly after leveling off at our assigned cruise altitude of FL280 we started getting an intermittent 'IDG (Integrated Drive Generator) 1' caution message. It would appear briefly for a second and then disappear for a minute or so and return for a second. It did this several times. We discussed the possibility of impending IDG failure and reviewed the QRH checklist for the associated caution message. The message disappeared for a few minutes and then reoccurred and stayed. At that time we performed the QRH as directed which required manually disconnecting IDG 1 and starting the APU to provide a second generator. We notified Dispatch and MX of what occurred and that we had disconnected the IDG so that MX could be standing by at our destination. About 10 minutes later we received an 'APU OIL PRESS' Caution message. We performed the QRH for the associated condition. The QRH asked if the APU was required and because we had previously been required to start it due to the IDG 1 message and knowing that when one of the IDG's are deferred we are required to operate the APU continuously we proceeded with the YES selection which suggested landing at nearest suitable airport. Fearing impending failure of the APU and then being down to just one generator in IMC conditions in the entire region with approximately 1 hour flight time remaining to our destination we both agreed that the SAFEST COURSE OF ACTION was to divert to PIT which happened to be off our starboard side approximately 80 miles and the appropriate distance for a nice stabilized descent rate of 2000-2500 fpm. We coordinated with dispatch and ATC to divert to PIT. I talked to the flight attendant briefly to give him a heads up and then made an announcement to the passengers of the situation and that we were diverting to PIT. We proceeded to Pittsburg and landed safely. I don't believe there is much that could have been done to prevent this happening in the future. It was probably just coincidence / bad luck that both items occurred during the same flight. Knowing that the IDG FAULT is caused by a low oil pressure / high oil temperature condition combined with an APU OIL PRESS caution message had us concerned that it was possible that the aircraft was improperly serviced or possibly with the wrong type lubricant. Which of course had us closely monitoring the engines and remaining IDG very closely. The mechanics inspected the systems on the ground and found no indication of improper oil servicing.
CRJ-200 Captain reported diverting to a nearby alternate when they lost an Integrated Drive Generator and then ten minutes later the APU indicated low oil pressure.