CRJ200 Airline Pilot

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CRJ200 – Aircraft Dimensions

Posted by Jeffrey on October 12, 2008

CRJ200 Aircraft Dimensions

CRJ200 Aircraft Dimensions

The CRJ200 is not a big airplane but then it’s not a small airplane either.

With a max takeoff weight of 53,000 lbs and a max landing weight of 47,000 lbs, I’d say it is still a good size airplane. And for those of you who are transitioning from small multi-engine airplanes, you are going to be busy for awhile as you learn how to control the automatic flight control system (AFCS) and how to fly the airplane.

To get a jumpstart on learning the CRJ200, pick up the Bombardier CRJ 200 Cockpit Poster with EFIS & EICAS Displays. Super high quality and a great learning tool.

The CRJ200 is fast and covers a lot of ground very quickly and if you aren’t on top of it, you might be hanging off the tail during the whole flight just trying to catch up.

As for the aircraft dimensions, it’s ironic, but as much as things change, they tend to remain the same.

If you are just stepping up to the CRJ200, you will be thinking to yourself, “I made it!” You might be thinking as well that now you don’t have to learn those minute details that you had to learn about the Cessna or the Baron you flew. But…surprise…surprise…right after you finish indoc, what is the first thing you learn? That’s right, the dimensions of the airplane you will fly. And for good reason. In order to fly the airplane, you have to first be safe on the ground and that requires knowing the length , width, and height of the airplane you are flying.

Unlike the smaller airplane you were flying, where you could see the wing tips, on the CRJ200, you almost have to physically turn in your seat just to see the wing tip.

Also, learning the CRJ200 aircraft dimensions is also a “right-of-passage” and the logical beginning to learning about any airplane and will be the first question asked when you go to upgrade.

The CRJ200 Basic Aircraft Dimensions:

  • Wingtip to wingtip – Approx. 21′
  • Top of tail to bottom of tires – Approx. 19′
  • Nose to back of tail – Approx. 87′

So you can see, it is a fairly big airplane. Respect its size and drive with caution on the ground and you will keep you, your passengers, and your airplane safe. Always clear turns visually, check for moving vehicles and be vigilant about your surroundings. When the weather gets worse, be even more diligent about your surroundings during ground movement.

Till next time…

P.S. If there is something you would like me to write about, just send me an email, cospilot at gmail.com. And don’t forget to subscribe to my feed or get email updates. The link is in the top left corner of this page.

Recommended book: The Turbine Pilot’s Flight Manual – Everything a pilot is expected to know when transitioning to turbine-powered aircraft. Includes bonus CD-ROM.

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CRJ200 – Limitations

Posted by Jeffrey on October 7, 2008

Like any airplane, the CRJ200 has a few limitations but they are straightforward. If you think you are going to be flying the CRJ any time soon, you will want to memorize the limitations because you can bet that they will be on your oral exam when the time comes. So start studying them now and make it so that they are easily remembered. You may want to link back to this page so that you can find it when you need it. One thing that has always helped me memorize numbers, instead of just rot memorization, is to try and find some significance in the numbers. That will help you burn the numbers into your long term memory. Also, remember to review them often.

 

(Note: Always refer to your company’s Flight Operations Manual.)

 

STRUCTURE

1.       Max Ramp Weight               53,250 lbs

2.       Max T/O Weight                  53,000 lbs

3.       Max Landing Weight            47,000 lbs

4.       Max Zero Fuel Weight          44,000 lbs

5.       Min Flight Weight                30,000 lbs

6.       Min Ops Weight                  25,480 lbs

7.       With Cargo                          45 minutes to airport if cargo compartment has fire before structural failure

8.       Max Cargo                          3500 lbs

 

ALTITUDES & TEMPERATURES

1.       Max Operational Altitude      41,000 ft

2.       Max T/O & Landing              10,000 ft

3.       Max OAT T/O & Landing       ISA + 35°C

4.       Min OAT T/O                       -40°C

5.       Runway Slope Grade            ± 2%

6.       Max Tailwind                       10 kts

 

ENGINE (CF34-3A1 / CF34-3B1)

 

ITT

1.       Max ITT, APR Not Operating:

First 2 minutes              900°C (red)

Next 3 minutes              884°C (red)

2.       Max ITT, APR Operating:

First 2 minutes              928°C (red)

Next 3 minutes              900°C (red)

3.       Max Continuous Thrust (3A1)            860°C (red)

4.       Max Continuous Thrust (3B1)            874°C (red)

5.       Max Start                            900°C (red)

 

OIL TEMPERATURE

1.       Min Start                             -40°C (green)

2.       Max Continuous                   155°C (amber

3.       Max (15 Min)                       163°C (red)

 

OIL PRESSURE

1.       Min Start                             25 psi (red)

2.       Min T/O Thrust                     45 psi (green)

3.       Max Continuous                   115 psi (green)

4.       Max after Cold Start             156 psi (amber)

  • 130 psi at idle, for maximum of 10 minutes.
  • Engine must remain at idle until oil psi returns to normal range (green).

5.       Max Consumption                0.05 GPH (1 QT for every 5 hours)

6.       Max Engine Refill without Motoring    2 QT

 

N1

1.       Max T/O & Continuous         98.6%(red)

2.       Normal T/O                          96.2%(green)

 

N2

1.       Start                                   20.0%

2.       Idle                                     56.5-68.0%

3.       Max T/O (APR Operational)  99.4%

4.       Max Continuous                   99.2%

5.       Normal T/O                          98.3%

 

STARTER (With Fuel Introduced)

1.       1 min ON                            10 sec OFF

2.       1 min ON                            10 sec OFF

3.       1 min ON                            5 min OFF

4.       1 min ON                            5 min OFF

 

At initiation of thrust lever movement from SHUT OFF to IDLE, ITT must be 120°C or less for all ground starts.

 

DRY MOTORING (No Fuel Introduced)

1.       90 sec ON                           5 min OFF

2.       30 sec ON                           5 min OFF

 

FUEL (Usable)

1.       Left Main Fuel Tank              4,760 lbs

2.       Right Main Fuel Tank           4,760 lbs

3.       Center Fuel Tank                 4,998 lbs

4.       Total All Fuel Tanks             14,518 lbs

5.       Max Fuel Imbalance 800 lbs

6.       Min for GA per Wing 450 lbs (amber)

7.       Min Fuel Temp at T/O           +5°C

 

ELECTRIC

1.       Main Generator Output to 35,000 ft    30 kVA

2.       Main Generator Output > 35,000 ft     25 kVA

3.       APU Generator Output to 37,000 ft    30 kVA

4.       Max Continuous DC TRU                  100 A

5.       Ground Ops, DC ONLY                    5 min

 

NOSE WHEEL STEERING

1.       Tiller                                   70° L/R

2.       Rudder                                5° L/R

 

BLEED AIR

With Engine Cowl Anti-ice ON, or Engine Cowl and Wing Anti-ice ON, the 10th Stage Bleed Valves must be closed for takeoff and landing.

 

APU

1.       Max RPM                            107 % (red)

2.       Max Continuous EGT           743°C (red)

3.       Max EGT Start                    974°C

4.       Min OAT Start                     -40°C

5.       Max Ops Alt                        37,000 ft

6.       Max Start Alt                       30,000 ft

7.       Max Altitude Bleed Use        15,000 ft

8.       Max Altitude Engine Start     13,000 ft

9.       Max Generator Load 30 kVA

10.   Max APU Door Open            300 KIAS with APU Not Operating!

 

APU START WITH DC BATTERY

1.       2×30 sec. ON then               20 min. OFF

2.       2×30 sec. ON then               40 min. OFF

 

(Note: This is not a normal operation.)

 

APU START USING GROUND POWER

1.       2×15 sec ON then                20 min. OFF

2.       2×15 sec ON then                40 min. OFF

 

AIR CONDITIONING & PRESSURIZATION

3.       Max Differential                    8.7 psi

4.       Max Negative Differential       -0.5 psi

5.       Taxi, T/O, and Landing Max  0.1 psi

6.       No Manual Ops to                -1,500 ft

7.       Single Pack Ops to              FL250

8.       Pack Overheat                     88°C

9.       Pack Overpressure               > 53 psi

10.   Cabin Altitude Caution          8,500 ft

11.   Cabin Altitude Warning         10,000 ft

12.   CPAM Pax O2                     14,000 ± 500 ft

13.   CPAM NoSmokingFastenSeatbelts   10,000 ft

14.   Emergency Depressurization            14,250 ± 750 ft

 

HYDRAULICS

1.       Norm psi                             2950-3050 psi (green)

2.       Low psi                               < 1800 psi (amber)

3.       High psi                              > 3200 psi (white)

4.       Press Relief                         > 3750 psi (white)

5.       Accumulator psi                   1500 psi

6.       Norm Level                          45-85% (green)

7.       High Temp Caution               93-96°C

 

BRAKES

1.       Normal psi                           1000-3200 psi (green)

2.       Anti-skid Activated               >35 kts WOW + 5sec

3.       Anti-skid Ops to                   10 kts

 

FLAPS

1.       Max Altitude                        ≤ 15,000 ft

2.       Enroute Ops                        Prohibited

3.       Min Spoiler Speed                Vref + 17 kts

4.       Min Altitude Spoilers            300 ft

 

SPEEDS

1.       VMO                                     335 KIAS

2.       MMO                                                0.85 M

3.       VFE 8                                   230 KIAS

4.       VFE 20                                 230 KIAS

5.       VFE 30                                 185 KIAS

6.       VFE 45                                 170 KIAS

7.       VLO EXT                               220 KIAS

8.       VLO RET                              200 KIAS

9.       VLE                                      220 KIAS

10.   VTIRE                                   182 K GS

11.   VADG DEPLOY MAX              250 KIAS

12.   VB                                       280 KIAS

13.   MB                                      0.75 M

14.   VWIPER OPS MAX                        220 KIAS

 

For a complete list, click here -> V-Speed Designators

 

AUTOMATIC FLIGHTCONTROL SYSTEM (Autopilot)

1.       IAS MODE during Approach is prohibited

2.       APPR MODE VOR approaches are prohibited, use NAV

3.       NON-PRECISION APPROACH, A/P OFF by  400 ft AGL

4.       VISUAL APPROACH, A/P OFF by 400 ft AGL

5.       ILS APPROACH, A/P OFF by 80 ft AGL

6.       Min Altitude Autopilot ON after Takeoff 600 ft AGL

 

ADG

For Windmill Air Starts

1.       330 KIAS up to                    12 min

2.       331 KIAS to 335 KIAS          4 min

 

Handheld Poster for the Bombardier CRJ 200 (with EFIS and EICAS Displays)

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CRJ200 – Source Selector Panel (SSP)

Posted by Jeffrey on September 13, 2008

Source Selector Panel

Source Selector Panel

The Source Selector Panel is located on about the middle of the center pedestal. It is one of the more confusing panels because of how it works and when you use it. One way to use it is to think of it as your (Single) Source Selector. In the event that your attitude/heading, air data, EICAS or display control panel fails, you can use an alternate source for the disabled system.

There are four different switches:

  • ATT HDG Switch
  • AIR DATA Switch
  • DSPL CONT Switch
  • EICAS Switch

Each switch, except the EICAS Switch, has three positions: 1, NORM, and 2. The EICAS Switch also has three positions but they are labeled: ED1, NORM, and ED2.

 

Obviously NORM is the normal position of the switches, but what happens when you move the switch from NORM to 1 (ED1) or NORM to 2 (ED2)?

 

We will talk about each one in turn.

 

ATT HDG Switch

 

When NORM is selected, the pilot and copilot electronic flight displays receive data from their individual attitude heading references systems.

 

When ‘1’ is selected, the pilot and copilot electronic flight displays receive data from AHRS 1 only. An amber source message is displayed on the PFD and/or MFD.

 

When ‘2’ is selected, the pilot and copilot electronic flight displays receive data from AHRS2 only. An amber source message is displayed on the PFD and/or MFD.

 

AIR DATA Switch

 

When NORM is selected, the pilot and copilot electronic flight displays receive data from their individual air data computers (ADCs).

 

When ‘1’ is selected, the pilot and copilot electronic flight displays receive data from ADC 1 only. An amber ADC1 message is displayed on both PFDs.

 

When ‘2’ is selected, the pilot and copilot electronic flight displays receive data from ADC2 only. An amber ADC2 message is displayed on both PFDs.

 

DSPL CONT Switch

 

When NORM is selected, the pilot and copilot Display Control Panels (DCPs) control their respective electronic flight displays.

 

When ‘1’ is selected, the pilot DCP controls the pilot and copilot electronic flight displays. An amber source message is displayed on both PFDs and MFDs.

 

When ‘2’ is selected, the copilot DCP controls the pilot and copilot electronic flight displays. An amber source message is displayed on both PFDs and MFDs.

 

EICAS Switch

 

If either EICAS display fails, the operative ED can be used to present all EICAS information. This is accomplished by using the three-position EICAS selector knob on the source selection panel. The EICAS switch positions are designated ED1, NORM, and ED2.

 

If ED1 fails, moving the EICAS selector knob to the ED2 switch position  will allow all EICAS pages to be accessed through the reactivated EICAS Control Panel (ECP); however, only one page can be viewed at a time.

 

If ED2 is inoperative, selecting the knob to ED1 allows all EICAS information to be viewed on ED1.

 

If the only operative ED is displaying a status, synoptic, or menu page and the Data Concentrator Unit (DCU) generates a warning message, the ED automatically reverts back to the primary page and all aural alerts associated with the warning message sound.

 

Data Concentrator Unit (DCU) – processes the information that is presented on the EICAS display (ED1 and ED2).

 

Here is a brief synopsis of the Source Selector Panel

 

· “(Single) Source Select”

· ALWAYS SELECTS OPERABLE SOURCE on this panel

· Selecting ED1/2 on SSP “UNLOCKS” remaining screen so you can use ECP to select different synoptic pages

· PRI page is “PROTECTED” when on either ED1 or 2 with SSP NORM

· PRI page will be “UNPROTECTED” when select ED1/2 on SSP

· If ED2 fails:

 

1. Select ED1 (You can now scroll through synoptic pages on ED1)

2. If on other than PRI page and WARNING occurs, will revert automatically to PRI page

3. If on other than PRI page and CAUTION occurs, will NOT revert to PRI page, but will still get single chime and MASTER CAUTION

 

· If lose both ED1 and ED2 with 1 MFD set to EICAS – PRI page NOT protected

· If lose both ED1 and ED2 with 2 MFD’s set to EICAS – PRI page reverts to PIC side and it is protected

 

I have never had any displays fail, so the chances that this will happen to you is very slim but now you have the tools to get the information you need if a display does fail. As always, refer to your QRH for specific actions to take if it does occur.

 

Till next time…


Turbojet Systems Made Easy DVD – If you’re preparing for airline interviewing and testing and haven’t flown “heavy iron” lately, you really need this course!

 

 

 

 

 

 

 
 
 
 

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CRJ200 – The Beginning

Posted by Jeffrey on September 7, 2008

Bombardier Canadair CRJ200

Bombardier Canadair CRJ200

In the late 1980’s, there was a paradigm shift in airplane utilization. The major airlines realized that smaller markets had to be served and that their heavy metal couldn’t land at these smaller airports OR that is wasn’t economically feasible to send one of their heavy metal airplanes into the small airports and fly away with only a few passengers. Enter the regional airlines growth phase in the aviation community.

Regional (a.k.a. Feeder) airlines had existed for awhile but they were mostly turboprops, basically jet engines (turbine engines) with a propeller. Highly efficient but loud, slow, restricted to lower altitudes and perceived as dangerous. The general public didn’t like them much for these reasons but tolerated them as a means to get where they needed and wanted to go.

Bombardier designed and built the CRJ200 as a response to this new demand for jet airplanes that could do the short hauls and eventually fairly longer trips. The CRJ200’s first flight was in May 1991.

It is a fifty-seat airplane that has a wide-body fuselage with four-across seating, a quiet cabin, that is more comfortable and faster than any turboprop and is capable of maintaining a cruise speed of up to 0.81 Mach. The aircraft’s maximum operating altitude is 41,000 feet MSL. Its maximum operating range is specific to the aircraft model but the CRJ200 aircraft with 50 passengers onboard is capable of ranges up to 2,005 nautical miles (nm) when flown at a normal cruise speed (0.74 Mach).The CRJ200 aircraft is powered by the CF34-3B1 powerplant which easily meets the most stringent of the FAA’s rating for aircraft noise as defined by FAR Part 36 Stage 3 requirements.

I think the CRJ200 is a good airplane but is getting a little outdated. Though most airplanes have the 3B1 powerplants, they are still underpowered at altitude and if the ISA deviation is too great and you start getting into the upper flight levels, you will definitely see you climb performance decrease to about 500 feet-per-minute. My only other two complaints about the CRJ200 is: 1) the lavatory is in the back of the cabin, and 2) the overhead storage spaces are too small. The Embrear regional jets got the lav and storage issues sorted out but they suffer in other respects.

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CRJ200 – Display Reversionary Panel (DRP)

Posted by Jeffrey on September 4, 2008

Display Reversionary Panel
Display Reversionary Panel

 

The display reversionary selector switches on the pilot and copilot display reversionary panels (DRP) are used to present a Primary Function Display (PFD) or EICAS information on the associated Multi-Function Display (MFD).

The displays are screens that can fail. If a PFD display fails, you need a way of moving that information to another display because the PFD is what you need to fly the airplane, which means, you really can’t do without it. The PFD contains essential information like attitude, airspeed, altitude, vertical speed, radar altitude, etc. If that “screen” fails or malfunctions, you need to put the data onto another screen. The logical choice is the MFD.

Looking at the panel above you have three choices: NORM, PFD1, and EICAS.

NORM – You can see in the picture that selector switch is currently positioned on the NORM position. That means that the Multi-Function Display (MFD) is showing the information you selected such as FMS text data, weather radar, TCAS, navigation, EGPWS terrain or maintenance diagnosis computer information.

PFD1 – If you move the selector from NORM to PFD1 (of PFD2, if you are the co-pilot), you are effectively moving the information normally displayed on the PFD display to the MFD display. The MFD information is thus not being displayed but is still available if you need it.

EICAS – If you move the selector from NORM to EICAS, you are doing so because most likely the EICAS Display 1 (ED1) has failed or malfunctioned and you want to displaying the information on the MFD. Though not as important, per se, as the information on the PFD, the EICAS information is definitely important because you need the information about your engines, the Warning and Cautions messages, fuel quantity, etc.

One of the nice things about this selector knob is that you can change displays as necessary. I think one of the important things to remember as well is that the information is still there. The computers are still computing, it’s just that the displays have failed. Remember to review the QRH though if the display does fail, but until then experiment with the knob and see what results you get. Also, don’t forget, if worse comes to worse, you always have your co-pilots displays.

Till next time…

 

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