Date: 202012
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: ELB / ELT
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction; Situational Awareness; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Environment - Non Weather Related; Weather; Human Factors
Primary problem: Aircraft

Narrative: The flight departed the from Gate X in ZZZ1 at XA:10z and proceed to flight level 200 to ZZZZZ intersection to join the arrival into ZZZ without incidence. At approximately XB:10Z while descending through 8;000 MSL for 7;000 MSL in IMC conditions with heavy rain and continuous light and occasionally moderate turbulence we received a single chime and an ELT ON Master Caution message was displayed on the EICAS primary page. Approximately one to two seconds later a very loud ELT signal began sounding through the flight deck intercom system. I notified ATC that we had an indication that our ELT had activated and that it was in error and could be disregarded. I further advised them that the ELT tone was sounding on the flight deck and it was making radio communication and flight deck communication very difficult. I turned the number two comm radio off of the guard frequency and reduced the volume; but it did not have any effect on the volume of the ELT. The First Officer (FO) began to attempt to find a resolution [in] the QRH and we attempted QRH procedure several times to try to silence the tone without success. The noise was deafening and flight deck communication and air to ground communication was very difficult.  At 4;000 MSL we were given a heading of 360 degrees then descended to 3;000 MSL and turned to a heading of 085 degrees and instructed to join the localizer for Runway X. At this time both aircraft localizers failed; and a red LOC indication was displayed on both PFD's.  We advised ATC and asked if there was a problem with the localizer.  ATC queried several other aircraft and all advised they were receiving the localizer.  We broke off of the approach per ATC instruction and attempted to set up for the ILS to Runway YL but could not receive any ILS signal.  I advised ATC that we would need a GPS approach and we were instructed to prepare for the GPS YL.  After having set up the GPS YL ATC advised that the wind had shifted and were now from 275 degrees gusting to 25 kts. We were further advised that the airport was now in a west flow.  We requested RNAV YY and began preparing that approach. We received radar vectors to RNAV GPS YY and completed the approach without incidence.Due to extreme flight deck noise from the ELT throughout the event communication on the flight deck and with ATC was very difficult. The noise and inability to communicate throughout added a high level of stress and complexity.  Continuous turbulence and instrument meteorological conditions were present throughout; with ceilings and visibility at or near minimums on arrival at the runway.  The double failure event coupled with the inability to sync the two MFD's due to a previously existing MEL added complexity and were additional threats. To mitigate these factors myself and my FO followed SOP to the extent that we were able. We resisted the urge to rush and after preparing the RNAV approach we briefed the approach; and the runway change items in an attempt to slow down the process and bring the flight back into the normal envelope as much as possible. In hindsight I wish that I would have tried the EMER function on the RCP (Remote Compensation Panel). I don't know if it would have helped but the noise made concentration and communication very difficult and it was very fatiguing. Overall I was satisfied with my actions and those of my FO given the circumstances and without the benefit of hindsight I thought that we met or exceeded expectations.




Synopsis: CRJ-900 Captain reported a turbulent flight; with an airport configuration change and an ELT alarm that was making it very difficult to hear ATC.