Regional Jet 200 ER/LR (CRJ200)
Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Time Pressure; Confusion
Aircraft Equipment Problem Critical; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Human Factors; Aircraft; MEL; Procedure
The first 3 flights were uneventful and on arrival in ZZZ we were swapped into Aircraft Y - a broken airplane for ZZZ - ZZZ1. We were then swapped into Aircraft X - an airplane coming from the hangar that was a first flight and had a deferred APU. There was no ground air available at the gate and we were now an hour late. We boarded 30 passengers and had a Company Dispatcher Jumpseater. We started one engine at the gate and taxied out and performed a cross bleed engine start for #1. ATIS was reporting wind shear and we used wind shear numbers for takeoff on XXR; [Taxiway] XX; with ignition ON.On the takeoff roll I noticed an intermittent IDG 1 caution message; followed by an intermittent CONFIG SPOILERS warning message; a BTMS 3 that was dashes and two probe/window heat messages. I called abort and should have executed an abort procedure. I believed the message to be associated with a MEL on a previous flight; and I said; 'Associated; continue;' and continued the takeoff. The winds were very gusty. After takeoff we had a GEN 1 caution message and I ran the QRH for GEN 1; and in the process I accidentally switched off GEN 2; resulting in the ADG deploying. We [requested priority handling] and returned to ZZZ; landing on XYR. CFR (Crash Fire Rescue) was there and escorted us to Gate XXX. No injuries or complaints were reported. We were met by Maintenance and then had a 5-way call with Company; Maintenance; [another person]; and one or two other people. I explained what had happened and told them of my mistake. I and the First Officer said that we were done flying and we were taken off our schedules. We then had a call with Maintenance and wrote up the airplane; including the #1 IDG; ADG deployment; and spoiler warning message.I called abort and should have executed an abort procedure. Once airborne; and running the QRH; I should have confirmed that the GEN1 switch was selected and confirmed with the flying pilot prior to actuating the switch.
The day began early with an XA45 wake up to accommodate an XB45 van and [an] XC15 show. We completed the first three flights of the day without issue. Upon landing in ZZZ and swapping our good airplane for the plane we were taking to ZZZ1; we found out that that aircraft had maintenance issues and would require us to swap aircraft again. We were informed that there would be a delay in getting a new aircraft from the hangar. After waiting for about an hour the aircraft was finally coming from the hanger and we found out that it had an inoperative APU and it was its first flight of the day. Additionally; we would be having a Company Dispatcher in the jump seat. We were able to complete our first flight of the day items; acceptance checklist to include the first flight of the day items; complete an air start; push back; single-engine taxi out; and complete the cross bleed start without incident. We were set up for a wind shear takeoff with continuous ignition on.We were given a lineup and clearance and taxied onto the Runway of XXR at [Taxiway] XX. After a momentary wait; we were then given the takeoff clearance with a turn to the north. I was the flying pilot at the time; so I was given controls upon completion of the takeoff checklist. I pushed the thrust levers up and commanded for thrust to be set; the CA (Captain) confirmed thrust set and guarded the thrust levers. Shortly after this; a caution message appeared and the CA called out 'IDG 1' and called for the abort initially; but then said; 'Wait; that's associated.' The CA did not perform the abort; so I continued to fly the plane to ensure the positive control of the aircraft. Shortly after this; a warning message appeared momentarily; and the CA called out; 'Config Spoilers;' and the message disappeared. We continued the takeoff normally and began our turn to the north per ATC instructions.I was initially hand flying but shortly after reaching acceleration altitude; I called for the autopilot to be engaged. I called for the after takeoff checklist and noticed the caution messages that were present and called for the QRH. The Captain began to run the GEN 1 caution message QRH for the caution messages that were present. We noted the associated probe and window/windshield heat messages. While he was running the QRH he called out; 'GEN 1 off/reset; then on;' and reached up to perform this action. It appeared that he accidentally reset GEN 2 and the aircraft went dark momentarily; our EICAS and instrumentation screens went dark momentarily; and we heard the ADG automatically deploy. The CA immediately acknowledged his mistake and I continued flying by hand to maintain positive control of the aircraft while we sorted out the generator issue. The CA turned GEN 2 back on and communicated with me that we should return to ZZZ; I agreed.The CA then communicated to ATC that we needed to return to ZZZ and [requested priority handling]. The CA then communicated to Dispatch; the FA (Flight Attendant); and passengers that we were returning to ZZZ and to expect a normal landing. He did mention that there would be emergency vehicles near the aircraft; but that they were just a precaution and not to worry. We were then given vectors for the approach to Runway XYR; giving us time to brief our approach and landing; complete our in-range; approach; and landing checklists. We completed a normal landing; taxied back to our departure gate of XXX with an emergency escort; and arrived at the gate without issue.It would have been wise to perform the takeoff abort procedure at the earliest possible indication of an abnormal situation while the airspeed was still low and safe to do so. This would have prevented handling the aircraft issued in the air. Additionally; it is important to always confirm guarded switches with our fellow crew members to avoid making a stressful and abnormal situation worse.
CRJ200 flight crew reported a #1 IDG light illuminated on takeoff and elected to continue; subsequently turning off the #2 IDG; causing the deployment of the Emergency Air Driven Generator and resulting in an air turnback.