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CRJ2

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Aircraft
Name Regional Jet CRJ-200
Manufacturer CANADAIR
Body Narrow
Wing Fixed Wing
Position Low wing (winglets)
Tail T-tail
WTC Medium
APC C
Type code L2J
Aerodrome Reference Code 3B
Engine Jet
Engine count Multi
Position Both sides of rear fuselage
Landing gear Tricycle retractable
Mass group 3


Manufacturered as:

CANADAIR Corporate Jetliner
CANADAIR CL-600 Special Edition
CANADAIR CL-600 Regional Jet RJ-200
CANADAIR CL-600 Regional Jet CRJ-440
CANADAIR CL-600 Regional Jet CRJ-200
CANADAIR CL-600 Corporate Jetliner
CANADAIR CL-600 Challenger 800
CANADAIR Special Edition
CANADAIR Regional Jet RJ-200
CANADAIR Regional Jet CRJ-440
CANADAIR Regional Jet CRJ-200
CANADAIR Challenger 850
CANADAIR Challenger 800
CANADAIR CL-600 Challenger 850


CANADAIR Regional Jet CRJ-200

CANADAIR Regional Jet CRJ-200 CANADAIR Regional Jet CRJ-200 3D

Description

Regional airliner. In service since 1995. Improved development of CRJ 100 series, 200LR long range version with larger fuel capacity. New stretched and more powerful series 700 for 70 passengers since 1998. Canadair is now part of the Bombardier Group. The CRJ2 is a member of the CRJ family.

Technical Data

Wing span 21.21 m69.587 ft
Length 26.8 m87.927 ft
Height 6.3 m20.669 ft
Powerplant 2 x 41 kN GE CF34-3B1 turbofans.
Engine model General Electric CF34

Performance Data

Take-Off Initial Climb
(to 5000 ft)
Initial Climb
(to FL150)
Initial Climb
(to FL240)
MACH Climb Cruise Initial Descent
(to FL240)
Descent
(to FL100)
Descent (FL100
& below)
Approach
V2 (IAS) 135 kts IAS 165 kts IAS 250 kts IAS 250 kts MACH 0.68 TAS 420 kts MACH 0.70 IAS 250 kts IAS 250 kts Vapp (IAS) 135 kts
Distance 1527 m ROC 3000 ft/min ROC 2500 ft/min ROC 1500 ft/min ROC 1000 ft/min MACH 0.74 ROD 1000 ft/min ROD 3000 ft/min MCS 190 kts Distance 1423 m
MTOW 2152321,523 kg
21.523 tonnes
kg
Ceiling FL410 ROD 1500 ft/min APC C
WTC M Range 10001,000 nm
1,852,000 m
1,852 km
6,076,115.49 ft
NM

Accidents & Serious Incidents involving CRJ2

  • A320 / CRJ2, Sofia Bulgaria, 2007 (AGC RI HF) (On 13 April 2007 in day VMC, an Air France A320 departing Sofia lined up contrary to an ATC Instruction to remain at the holding point and be ready immediate. The controller did not immediately notice and after subsequently giving a landing clearance for the same runway, was obliged to cancel it send the approaching aircraft around. An Investigation attributed the incursion to both the incorrect terminology used by TWR and the failure to challenge the incomplete clearance read back by the A320 crew.)
  • CRJ2, Barcelona Spain, 2011 (LOC HF) (On 30 July 2011, an Air Nostrum CRJ200 continued a significantly unstable visual approach to Barcelona in the vicinity of a convective storm to a point where the aircraft commander considered that a go around would be less safe than continuing the approach. In an attempt to regain a viable vertical profile from above, sustained and very high rates of descent were flown triggering a continuous 16 seconds of EGPWS Mode 1 PULL UP Warnings which were completely ignored. The resultant very hard landing caused structural damage to the aircraft and the sole cabin crew sustained a minor injury.)
  • CRJ2, Charleston WV USA, 2010 (RE HF) (On 19 January 2010, a Bombardier CRJ 200 being operated by PSA Airlines on a domestic passenger flight departing Charleston to Charlotte NC carried out a high speed rejected take off in normal day visibility and overran the end of the dry runway 23 into an EMAS installation.)
  • CRJ2, En route, south of Santander Spain, 2009 (LOC HF) (On 24 February 2009, the Captain of a CRJ 200 being operated by Air Nostrum on a passenger flight from Madrid to Santander inadvertently shut down both engines simultaneously during the descent but a successful restart was rapidly achieved and the remainder of the flight was uneventful. The subsequent investigation concluded that the shutdown was the consequence of both violation of procedure and lack of knowledge of the Captain involved.)
  • CRJ2, Menorca Spain, 2011 (RE HF) (On 9 April 2011, an Air Nostrum Bombardier CRJ 200 landed at Menorca in daylight and good visibility on closed runway 01L which was parallel to 01R, the one for which landing clearance had been given. The explanation given by the pilot was that the wrong runway had been programmed into the FMS. The subsequent investigation found that all aspects of the notification and implementation of the runway closure had been in order and that crew error was the only cause.)