Flying the CRJ-200...tell me about it please....

I dunno, I thought that was descriptive in its own way. :)
No time in type. I do know you will hear about flap failures in 3.2.1......
 
bunk22 said:
Always an arse in every bunch. Anyone with any useful to add, a pilot at least? :)
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As a pilot, he's not wrong.

Thing climbs like a pig, especially in the summer.

Other wierdisms.

The flap actuators like to freeze causing you to have to land at flaps zero.

You can't turn on just the cowl anti ice if you need it...you have to turn on the wings, wait, turn on the cowls, then turn off the wings.

For takeoff and landing you cannot run the pressurization and anti ice off the engines at the same time.

Landing gear sometimes doesn't like to come down.

You will have sweaty balls all summer. The upside is you will not have to touch the air conditioning panel all summer. Just put it on cold and know that it isn't going to work.

Due to no leading edge devices, approach speeds are pretty fast and very nose down.

It breaks a lot.

Other than that, I like the plane. :-P
 
bunk22 said:
Always an arse in every bunch. Anyone with any useful to add, a pilot at least? :)
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While I don't fly the CRJ-200, I've had to follow enough of them and sadly, he seems to be correct. The thing can climb, or it can go forward, but it can't do both at the same time. When you consider that they took a business jet, stretched it, and didn't give it enough power, it makes sense.
 
You're going to operate it like a turboprop. Indicated speeds in the 220-230 range aren't unheard of in the upper 20's and lower 30's with a good tailwind on days 1-3.
 
I fly the CRJ's 200, 700 and 900. The 7 & 9 fly GREAT! But the 200 is a PIIIIIIIIIGGGGG.
The standard joke is: "You know what CRJ stands for? No. Climb Restricted Jet".
Having about 1000 hours in the 200, I can attest: Truer words have never been spoken.
All that being said, I LOVE flying the 200. It's just a good ol' little jet.
Also, it lands like a wheel barrow. Almost no flare, and when learning the landing, you feel like you're going to drive the nose in. At that point the check airman says "too much flare, let the nose down."
 
Screaming_Emu said:
Uh...we try not to get below 250 in the upper 20s. If you can't do that, get lower.
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It's fine. You'd hold at 225 right? Look at LRC charts. Those are used for diverts. It's purely a fuel savings thing.

Example because I'm bored, 46,000# @ FL370 IAS of 233 for LRC.
 
wheelsup said:
You're going to operate it like a turboprop. Indicated speeds in the 220-230 range aren't unheard of in the upper 20's and lower 30's with a good tailwind on days 1-3.
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Not sayin' anything about how you fly it. But the slowest I've ever flown the CRJ 200 is 250/.70. If it's a high temp deviation day, I'll request a slow climb, but never speed less than 250/.70. Maybe this is just the SkyWest way, and I don't know any better. The engineers designed it to do a 290/.70 climb, but company usually assigns an econ-climb speed slower than 290.
The best performance I see is usually about a 270 climb until the .70 transition.
Anybody else have different numbers that work for them?
 
bunk22 said:
I hear it has the same motors as the A-10...
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The engines are CF34's. CF stands for commercial fan, as I understand. It is a derivative of the A-10 engine, with almost the exact same performance. But I have no proof. This is what they told us in ground school.
 
Interesting. The T-45A/C Goshawk, small light jet had an underpowered motor. We would always climb at 300KIAS above 10k but above 20K, it was a pig. Shot of fuel solenoid limiting fuel didn't help but that was during power addition anyway. It was a cock weak jet above 20k..that's what 5,527lbs of thrust at sea level gets you with a plane that weighs over 10k lbs.
 
bunk22 said:
Interesting. The T-45A/C Goshawk, small light jet had an underpowered motor. We would always climb at 300KIAS above 10k but above 20K, it was a pig. Shot of fuel solenoid limiting fuel didn't help but that was during power addition anyway. It was a cock weak jet above 20k..that's what 5,527lbs of thrust at sea level gets you with a plane that weighs over 10k lbs.
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Are you thinking about going to a regional? Just curious.
 
99driver said:
The engines are CF34's. CF stands for commercial fan, as I understand. It is a derivative of the A-10 engine, with almost the exact same performance. But I have no proof. This is what they told us in ground school.
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Yeah, the A-10 and S-3 motors are the TF34, rated for 9,200lbs of thrust. I know my S-3 buddies said it was a pig up high as well.
 
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