MaverickSawyer
Acolyte of the Probe
Beneath The Wing, Aircraft Focus #1: CRJ-200
Manufactured by: Bombardier.
Seating: 50+4 crew.
Powerplant: 2 8,729 lbf (38.83 kN) CF34-3B1 turbofans.
Production status: ended
No. Produced: 1021
Overview
The CRJ-200 was an update to the previously existing CRJ-100, and provided an increase in takeoff weight and range. The design originated from the Canadair CL601 Challenger corporate aircraft, and therefor has many similarities.
CRJ 200s are configured in a 2+2 seating configuration, i.e. two seats, an aisle, then two more seats. Typically, a small galley is provided at the forward end of the cabin, which was extended from the CL601 heritage fuselage by inserting "plugs" both fore and aft of the wing. There is no underfloor storage space for baggage; instead there is only the aft hold accessed through a hatch under the #1 engine.
Quirks and notable features
-CRJ 200s are very low to the ground, with the wingtips being about 4 feet, 9 inches above the tarmac at full load. This makes it difficult for tall people (like myself) to access the chocks on the main gear, forcing a "crabbing" movement to get to the wheels.
-CRJ 200s are one of the few aircraft with an APU that exhausts out the side and down towards the ground, instead of out of the tail and up. This makes the area inside of a triangle marked by the tail cone, the starbord wingtip, and the starboard main landing gear uninhabitable for ramp agents for anything more than a minute. The noise and heat levels in this area are extremely uncomfortable.
-Unlike most airliners, CRJ 200s do not have a steering disconnect at the actuator side of the system. Instead, you must disconnect the torque links on the nose gear before pushback. This means that the tug driver mush be VERY precise in his alignment of the nose gear at the end of the pushback.
-CRJ 200s lack a slat system, making their approach and landing speeds about the same as their larger brothers, the CRJ 700.
Manufactured by: Bombardier.
Seating: 50+4 crew.
Powerplant: 2 8,729 lbf (38.83 kN) CF34-3B1 turbofans.
Production status: ended
No. Produced: 1021
Overview
The CRJ-200 was an update to the previously existing CRJ-100, and provided an increase in takeoff weight and range. The design originated from the Canadair CL601 Challenger corporate aircraft, and therefor has many similarities.
CRJ 200s are configured in a 2+2 seating configuration, i.e. two seats, an aisle, then two more seats. Typically, a small galley is provided at the forward end of the cabin, which was extended from the CL601 heritage fuselage by inserting "plugs" both fore and aft of the wing. There is no underfloor storage space for baggage; instead there is only the aft hold accessed through a hatch under the #1 engine.
Quirks and notable features
-CRJ 200s are very low to the ground, with the wingtips being about 4 feet, 9 inches above the tarmac at full load. This makes it difficult for tall people (like myself) to access the chocks on the main gear, forcing a "crabbing" movement to get to the wheels.
-CRJ 200s are one of the few aircraft with an APU that exhausts out the side and down towards the ground, instead of out of the tail and up. This makes the area inside of a triangle marked by the tail cone, the starbord wingtip, and the starboard main landing gear uninhabitable for ramp agents for anything more than a minute. The noise and heat levels in this area are extremely uncomfortable.
-Unlike most airliners, CRJ 200s do not have a steering disconnect at the actuator side of the system. Instead, you must disconnect the torque links on the nose gear before pushback. This means that the tug driver mush be VERY precise in his alignment of the nose gear at the end of the pushback.
-CRJ 200s lack a slat system, making their approach and landing speeds about the same as their larger brothers, the CRJ 700.
