Aircraft Overview

✈ CRJ-700 (CL-600-2C10)
  • Up to 70 passengers (2+2 seating)
  • MTOW: 33,113 kg (73,000 lbs)
  • Range: ~1,378 nm (2,553 km)
  • CF34-8C5 — 13,790 lbs each
  • MLW: 30,391 kg (67,000 lbs)
  • Variants: 700 / 700ER / 700LR
✈ CRJ-900 (CL-600-2D24)
  • Up to 90 passengers (2+2 seating)
  • MTOW: 36,514 kg (80,500 lbs)
  • Range: ~1,550 nm (2,870 km)
  • CF34-8C5B1 — 14,510 lbs each
  • MLW: 32,999 kg (72,750 lbs)
  • Fuselage: +12 ft vs CRJ-700
Common Type Rating: The CRJ-700 and CRJ-900 share a common type certificate (CL-600 family). Pilots certified on one variant can add the other with differences training only — no full type rating course required. This operational flexibility is a key commercial advantage for airlines operating mixed fleets.

Performance & Limitations

Speed Limitations
VMO (Maximum Operating)320 KIAS
MMO (Maximum Mach)M0.82
VFE — Flap 8230 KIAS
VFE — Flap 20215 KIAS
VFE — Flap 30190 KIAS
VFE — Flap 45 (Full)140 KIAS
VLE (Gear Extended Max)250 KIAS
VLO (Gear Extend/Retract)220 KIAS
Altitude & Performance
Max Certified AltitudeFL410 (41,000 ft)
Typical Cruise AltitudeFL350 – FL390
Typical Cruise SpeedM0.78 – M0.82 (~450–470 KTAS)
Single-Engine Service Ceiling~FL170–FL200 (MCT, typical weight)
Max Cabin Differential7.5 PSI
Takeoff & Landing
Typical V-speeds (heavy)V1 ~130 / VR ~135 / V2 ~145 KIAS
VREF (landing, Flap 45)~115–130 KIAS (weight-dependent)
Max Demonstrated Crosswind~25 kts (dry runway)

Propulsion — GE CF34-8C5

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CF34-8C5 Engine Details

  • Type: High-bypass turbofan, bypass ratio 5.0:1
  • Thrust: 13,790 lbs (CRJ-700 / CF34-8C5) | 14,510 lbs (CRJ-900 / CF34-8C5B1)
  • FADEC: Full Authority Digital Engine Control manages all engine parameters — fuel flow, variable stator vanes, bleed valves, ignition. Pilots set the power lever; FADEC optimizes within certified limits.
  • Thrust modes: TOGA (Takeoff/Go-Around), MCT (Max Continuous Thrust), CLB (Climb), CRZ (Cruise), IDLE.
  • Engine location: Rear-mounted (aft of wing, tail-cone area) — same philosophy as CRJ-200. Reduces wing structural complexity and keeps wing clean for aerodynamic efficiency.
  • Starting: Pneumatic cross-bleed or APU bleed air. FADEC manages start sequence automatically. Light-off typically within 30 seconds of N2 above starter cutout speed.
  • Thrust reversers: Target-type (clamshell) reversers, hydraulically actuated. Inhibited in flight by WOW (Weight-on-Wheels) sensors. Minimum reverser use speed: ~70 KIAS to prevent hot gas re-ingestion.
vs. CRJ-200 CF34-3B1: The CF34-8C5 produces 58% more thrust (13,790 vs 8,729 lbs), enabling the larger airframe. It also features a higher bypass ratio improvement, FADEC (vs simpler control on the -3B1), and better fuel efficiency per seat.
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APU — Hamilton Sundstrand APS2300

  • Model: Hamilton Sundstrand APS2300
  • Electrical output: 40 kVA AC (115V/400Hz)
  • Functions: Ground electrical power, bleed air for engine cross-start, ground air conditioning via ECS packs
  • Location: Aft tail cone, with dedicated fire detection/suppression system
  • In-flight capability: Can provide backup electrical power in flight at certain altitudes if both IDGs fail

Avionics — Collins Pro Line 21

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Cockpit & Flight Deck

  • Rockwell Collins Pro Line 21: Significant upgrade from the Pro Line IV on the CRJ-200. Four large-format 8×10 inch LCD displays: two PFDs (Primary Flight Displays) + two MFDs (Multi-Function Displays).
  • PFD: Displays attitude (synthetic attitude indicator), airspeed tape, altitude tape, VSI, heading/track, autopilot modes, flight director command bars, approach deviation, and alerts.
  • MFD: Configurable pages including navigation map (with traffic and terrain overlay), EICAS (engine parameters), systems synoptics, weather radar, and checklist display.
  • FMS (Dual): Dual Flight Management System with CDUs. LNAV/VNAV capability, SID/STAR/approach procedures, performance calculations (takeoff speeds, fuel predictions, optimum altitude).
  • Autopilot/Flight Director (Collins FCC-4004): Dual-channel digital AFDS. Modes: HDG, TRK, LNAV, ALT, FLC, VS, VNAV, APP (ILS), BC, GA. CAT I standard; CAT II with aircraft mod and OpSpec authorization.
  • EGPWS/TAWS (Honeywell): Enhanced GPWS — TAWS Class A compliant per §121.354. Six modes, predictive windshear, look-ahead terrain alerting, terrain display on MFD.
  • TCAS II v7.1: Required under §121.356. TAs (amber) and RAs (red, require crew compliance). Integrated with MFD traffic display.
  • Weather Radar: Integrated weather radar with windshear detection. Display on MFD with tilt/gain control.

Aircraft Systems

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Hydraulic System — 3 Independent Systems @ 3,000 PSI

  • System 1: Primary system — powers primary flight controls (ailerons, elevator, rudder), nose gear, nose gear steering. Engine-driven pump (EDP-1) + electric demand pump (EMP-1).
  • System 2: Secondary system — powers secondary flight controls (flaps, slats), main landing gear, normal braking, thrust reversers. EDP-2 + EMP-2.
  • System 3: Emergency/auxiliary system — emergency brakes, alternate landing gear extension (free-fall backup for non-hydraulic deployment). Powered by its own electric pump.
  • All systems: Operate at 3,000 PSI. Each has its own reservoir, filter, and temperature monitoring. The three-system design compared to the CRJ-200's two systems provides additional redundancy for the heavier aircraft's loads.
Emergency Landing Gear Extension: If hydraulic system 1 fails, the landing gear can be extended using a manual free-fall mechanism. Gravity and aerodynamic forces drive the gear down and lock. The crew must verify three green gear-down lights before landing.
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Electrical System — Dual IDG + Dual AC/DC Buses

  • Generators: Two 40 kVA Integrated Drive Generators (IDGs), one per engine, producing 115V / 400Hz AC power.
  • AC architecture: Two independent AC buses (AC Bus 1 — left, AC Bus 2 — right). Each IDG normally powers its associated bus. Cross-tie capability allows either IDG to power both buses.
  • DC system: Two 28V DC buses powered by Transformer Rectifier Units (TRUs) that convert AC to DC. Separate essential DC bus for critical systems.
  • Battery: Nickel-cadmium battery provides backup power for essential systems during emergency or engine start sequence.
  • APU generator: APS2300 provides 40 kVA backup, can replace either IDG. Priority: IDG 1 → IDG 2 → APU → Battery.
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Pressurization & Air Conditioning (ECS)

  • Source: Engine bleed air from HP compressor stages. APU bleed air on the ground or as backup in flight. Bleed air flows through packs (air conditioning units).
  • Max differential: 7.5 PSI — maintains ~8,000 ft cabin altitude equivalent at FL410 cruise.
  • Automatic control: Cabin Pressure Controller (CPC) automatically manages pressurization. Two outflow valves regulate cabin pressure. Crew can override to manual if needed.
  • Temperature zones: Separate temperature control for cockpit and cabin. Passengers can request cabin temperature adjustment via flight attendant.
  • Rapid depressurization: Crew response — don O2 masks immediately (within 5 seconds), declare emergency, initiate emergency descent to 10,000 ft at VMO/MMO.
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Ice Protection Systems

  • Wing Anti-Ice (WAI): Thermal — hot bleed air from engines circulated through piccolo tubes in wing leading edge slats. Activate when TAT ≤ +10°C with visible moisture.
  • Engine Cowl Anti-Ice: Pneumatic thermal — bleed air through engine inlet cowl. Required when icing conditions exist.
  • Windshield/Windows: Electric heating elements embedded in windshield glass. Provides clear vision in precipitation and icing.
  • Pitot/Static/Probes: Electrically heated pitot tubes, static ports, TAT probes, AOA vanes, and stall warning vanes. Always ON in flight per many operator SOPs.
  • No tail anti-ice: The T-tail design minimizes ice accumulation risk on the horizontal stabilizer. No pneumatic boots installed.
  • Activation rule: Activate ALL ice protection when TAT ≤ +10°C AND visible moisture (clouds, precipitation, fog below 1 SM visibility) is present.
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Flight Controls & Stall Protection

  • Control type: Conventional cable and hydraulic — yoke (control column) and rudder pedals. No fly-by-wire.
  • Primary surfaces: Hydraulically actuated ailerons, elevator, and rudder. Artificial feel system provides aerodynamic feedback (lost when hydraulically powered).
  • Secondary surfaces: Leading edge slats (4 segments per wing), trailing edge flaps (inboard and outboard), ground spoilers, flight spoilers.
  • Stall Protection System (SPS):
    • Stage 1Stick Shaker: Activates at ~1.13 Vs — yoke vibrates providing tactile warning. Aural "stick shaker" alert on EICAS.
    • Stage 2Stick Pusher: Activates at ~1.05 Vs — automatically pushes nose down to prevent stall entry. CRITICAL: T-tail aircraft superstall risk. NEVER override stick pusher in flight.
  • Yaw Damper: Reduces Dutch roll oscillation common to swept-wing aircraft. Operates independently of autopilot; should remain engaged throughout flight.
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Landing Systems — Autobrake, Ground Spoilers, Reversers

  • Autobrake: Modes — RTO (Rejected Takeoff) and landing levels (typically LOW, MED, HIGH). In RTO mode: if power levers retarded above ~80 KIAS, autobrake applies maximum stopping force automatically.
  • Ground Spoilers: Armed before landing. Deploy automatically on landing when both main gear WOW sensors confirm on ground. Destroy wing lift, increase wheel braking effectiveness by 30-40%.
  • Thrust Reversers: Target-type (clamshell) on both engines. Hydraulically actuated. WOW-inhibited (cannot deploy in flight). Minimum reverser speed ~70 KIAS. Crew manually selects on landing via dedicated reverser levers.
  • Carbon brakes: Standard on CRJ-700/900. Anti-Skid system (ABS) prevents wheel lockup and maximizes braking effectiveness on all runway conditions. Brake temperature monitoring via EICAS.

Regulatory & Operational Requirements

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FAA Part 121 Requirements for CRJ-700/900

§121.356 TCAS II v7.1 §121.354 EGPWS/TAWS Class A §121.344 FDR 88+ params §121.359 CVR 2-hour §121.391 FA Count §121.639 Fuel Rules §61.153 ATP Captain Part 25 Airworthiness
  • Crew certification: Captain must hold ATP + CL-600 type rating. First Officer requires Commercial or ATP certificate.
  • Flight Attendants: §121.391 requires 1 FA per 50 PAX or fraction. CRJ-700 (70 pax) = minimum 2 FAs. CRJ-900 (90 pax) = minimum 2 FAs.
  • Weight & Balance: §121.693 — completed W&B manifest required for each flight showing TOGW, ZFW, LW, and CG within approved envelope.
  • Fuel requirements: §121.639 — destination + missed approach + alternate + 45 minutes reserve at normal cruise.
  • MEL compliance: §121.628 — FAA-approved MEL based on Bombardier MMEL. Items categorized A/B/C/D with O (crew) and M (maintenance) procedures.
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Emergency Procedures Summary

  • Engine failure in flight (OEI): Identify-Verify-Secure affected engine per QRH. Declare emergency to ATC. Drift down to single-engine service ceiling (~FL170-FL200 at MCT). Divert to nearest suitable airport.
  • Rapid decompression: Don O2 masks immediately. Declare emergency. Emergency descent at VMO/MMO, then 280 KIAS below FL250. Level off at 10,000 ft (or MEA if terrain). Notify ATC.
  • Engine fire: Follow QRH — idle, fire handle pull, discharge agent. Verify fire extinguished via EICAS fire indication. Divert immediately.
  • Windshear escape: TOGA thrust simultaneously. Pitch 15-20° nose up. Do NOT retract gear or flaps. Accept speed decay and stick shaker. Announce "Windshear, windshear, windshear". Declare emergency.
  • TCAS RA compliance: Respond immediately to RA (CLIMB/DESCEND/MONITOR). Notify ATC after maneuver. Never override or delay RA response.
  • Stick pusher activation: Do NOT fight the pusher. Allow nose to lower. Verify wings level. Recover from resulting dive normally. (In flight only — on ground, pusher may be disabled).

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