Date: 201601
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Test Flight / Demonstration
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: DC Ram Air Turbine
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Manuals
Primary problem: Manuals

Narrative: The morning of the event; the captain and I were expecting a reposition flight. I was the first to arrive at the aircraft; and found a mechanic on board. The mechanic greeted me and said that we would be deploying the Air Driven Generator (ADG) during the flight. I initially accused the mechanic of making a joke; but the mechanic insisted that it was not a joke. I was told that this would be an operational check flight which is considered a group 1 Non-Revenue Flight Operation (NRFO).  Immediately; I became very uneasy about the operation as I had never experienced this; but due to my relatively short time with the company; I could not say that this was or was not something that is sometimes done. I asked the mechanic if this happens sometimes and was told yes. I asked why the aircraft was left in here in the first place and was told that there had been a problem on the aircraft in that when any generator came online the main battery circuit breaker would open. The mechanic went on to say that the problem had since been fixed. I voiced a concern of the ADG deployment possibly causing the problem to reappear since there had obviously been no way to test the system's reaction to the ADG output; but was told that the part that was causing the problem had nothing to do with the ADG or any other generator and that it would not matter which generator came online as the generators themselves were not the problem. I went to inform the captain; who I met just beginning their walk down the jet bridge. I asked the captain if this had ever been experienced during their time with the company and was told no. We both went onto the aircraft where discussions ensued in the flight deck between the captain; mechanic; and me concerning the operation. We were given to dispatch which described the flight as being dispatched as a group 1 NRFO due to it being an Operational Check Flight (OCF) of the ADG. The captain and I reviewed the FOM regarding group 1 NRFO and OCF's being considered a group 1 NRFO; and believed we were authorized to do the flight based upon the information we were given. The captain began making the necessary phone calls as I am familiar with due to my experience with having flown group 1 NRFO flights a number of times before. I began to work on some routine FMS operations; cockpit organization; and applicable checklists; but simultaneously listened to each call concerning the flight. I voiced concern regarding the specific procedure that we were to follow. We were told that no specific procedure existed; and were instructed to deploy the ADG late in the descent phase of the flight and make a note of the ADG output readings on the EICAS electrical page. It came to be determined by company personnel over the phone that written authorization for an OCF was required and must be carried aboard the aircraft. The company faxed the written authorization in for the OCF and it was placed aboard the aircraft. After the receipt of the authorization neither I or the captain had any further concerns. Also aboard the flight were 2 company pilots and one company flight attendant who were originally deadheading to our destination on a later flight but were allowed by crew scheduling to leave early. The captain discussed this with the dispatcher prior to departure who approved them to be aboard and added them to the dispatch release. We then went on to complete all procedures and checklists required prior to departure and proceeded to depart the airport. Upon arrival; we parked the aircraft at the hangar as directed. The captain and the others went on their way; and I took the employee bus to the terminal complex to continue my assignment. Two days later; my assigned trip was completed and I went home. That next morning; I received a call from the manager of flight operations at which time I was notified that the captain and I had been misled and the flight was incorrectly dispatched. No threats; errors; or undesired aircraft states occurred in the event.In the future; on every group 1 NRFO I am assigned to operate; I will compare the listed operation(s) to the list of group 1 NRFO in the FOM.  If further clarification is needed or if I feel any concern whatsoever; I will call any one or combination of the following company personnel before proceeding:1)Chief Pilot2)Vice President - Flight Operations3)Director - Operations Control and Flight Support4)Director - Flight OperationsIf I still feel any concern; I will request to be removed from the operation citing safety concerns.The company could consider reclassifying OCF's as group 2 NRFO.




Synopsis: During a repositioning flight; the flight crew was asked to an Operational Check Flight (OCF) and deploy the Air Driven Generator (ADG). There was some confusion weather the flight was dispatched properly.