Question for CRJ-200 Pilots
 

A professor at my university has asked me to give a presentation to his class on the cockpit layout of the CRJ-200. We have a Flight Safety Matrix but I do not have enough experience to give a good presentation. What I want is your opinion on the layout of everything in the cockpit. What do you like about it? What could use some improvements? What would you like to change? How easy is it to access the information you need? Any feedback would be greatly appreciated.

From the right seat, my right knee hits the windshield wiper switch. Plus, it's a really sharp metal edge there. I'm 6'2" (188cm).

Overall, it's pretty good, though.

take a look at the 7/900, dual fms, dual wx control panel. would be nice not to have the jumpseater's knee rubbing up against my elbow. room to put my overnight bag up front would be nice as well.

CRJ-200's are not excluding from having dual FMS. Not all CRJ-7 and -9's have it either (SkyWest does not). Not all CRJ-7,-9's have dual WX controls (my current airline does not, even though it's got just about every option available, including HF radios).

Yes, I did forget how atrocious the CRJ-200 environmental controls are. And no FADEC or Autothrottles. The air conditioning is not up to the ability to keep the cabin cool on really hot days (200 only).

On the CRJ's with HUD, my head hits the huge bump coming out of the ceiling on the captains side.

1) a better spot for the overnight bag that doesn't require one to constantly fix their $300 rollerboard.

2) environmental controls leave a lot to be desired. When the engines are low on thrust the air stops blowing....really can be uncomfortable on descents on hot days.

3) Would be nice if the jumpseater was able to sit in the jumpseat and you could still move your seat back.

4) DC electric switch has claimed many a victim.

5) Put switch guards down below where dust and other crap settles and rocker switches above where they're not collect debris.

The keypad on my Commodore 64 was less of a PITA to use. The engines are incapable of supplying sufficient bleed air for the PACKS and anti-ice at the same time in the 200. Well, only when the flaps are out of zero. The generators in the 7/9 have an auto position, the hydraulics have SOVs, the fire test isn't comprised of 1,000,000 switches, the bleeds selector valves are much simpler in the 7/9, temp controllers work (as mentioned before), the integrated standby instrument is pretty handy in the 7/9 compared to the vibrating anti-stiction steam gauge standby instrument cluster in the 200. I'm going to bed.

The spare fuse holders on the FO's side need to be relocated. They stick out just far enough so that you can shear them off or knock the cap off with your flight kit. Pretty annoying!!!!

As others have said they need to take everything out of the 700/900 and put it in the 200. Think Bombardier learned their lesson on the 200 and fixed everything. Almost forgot 53 of Comair's 200's are going to make some nice beer cans in the next 2 years. An aircraft aluminum grade beer can will be nice and strong.

I believe there are circuit breakers down by your feet on the CRJ-200 (that aren't on the 7/9).

A cup holder that was big enough to actually hold a 12 oz. soda can would be nice.

Until the revolutionary tubberware containers were implemented, there was no place to put aircraft manuals where they were protected from the elements... they'd get wet and moldy over time, especially during winter/spring rainy seasons. A compartment like on the Next Gen CRJ-700s or even the Dash-8 would be suberb on all the -200 birds; of course, we only have 5 on property these days... so tubberware will do just fine.

It needs 2 cup holders- 1 for a cup of ice and 1 for the soda can.

Fix the pay. It has been broken for years.

I was wondering if someone was going to bring up the poorly engineered payscale. This is in my opinion the biggest problem with all regional jets. Professional pilots should be paid enough to live on comfortably with a decent quality of life.

Well, that same plane (CRJ-200) is flown as a corporate machine for far more money than a US regional might pay.

I didn't realize there was a uniform corporate pay scale. Does that come from the Corporate Pilots Union (CPU)? ;)

There is switch for maintenance to use when downloading data that is located behind and to the left of the CA's seat that gets flipped all the time when they place, remove or open their flight case.

The MAN ALT switch in the upper right corner of the overhead panel iss in a great position to hit bump your head on while climbing in and out of the seat.

The layout of the instrument panel was fine IMHO. Could be tweaked a little but I liked it. The analog Standby Attitude Indicator was difficult at best to use due to parallax. The digital version removed that problem but was still just under the usable size for using during an ILS.

The Rockwell Collins FMS was easy enough to use from a 'programing language' and interface point of view.....if...*IF* the keys didn't stick. Can't understand the need to deviate from a 'Qwerty' keyboard, maybe for size(?). Reaching around the Thrust Lever quadrant was a pain, but doable.

I missed the Rockwell when I went to an aircraft with a Universal FMS, but I think it was a law of primacy issue.


Better than most, worse than some.

Over all I miss flying the 'Big Rig' <----- dosbo's avatar.

Just my opinion that I am sure some one will have a problem with.

1. I second what everyone says about the cup holder being too small. I think it was made bigger in the -900.

2. Dual FMS - I think some back problems I was having were being caused by my short arms tryign to reach way over to the left side to program the FMS.

3. Ceiling is low (floor too high?). I think that was fixed on the -900 also. Or for some reason I didn't bump my head into the switches as much on the -900.

4. Yoke clip looses tension too easy and the checklist falls on the nasty floor.

Does any of this really matter when the autopilot can barely intercept and track a localizer and randomly turns off, changes speed bug, etc?

Amen to that! I've got a permanent indention in my skull from that! haha

George does an excellent job at everything. Very capable autopilot!!! He was my best friend, and never once let me down. In fact, the only A/P in a CRJ that let me down was on a 900, on more than one occasion. For some reason one channel of a yaw damp would continuously disconnect, on different airplanes too... Maybe it was bad karma following me or something! hah!

I don't know what you guys are complaining about. Until you get into some flying contraption built in Brazil (namely the 145), you have NO IDEA how good that 200 is. My God.... its like night and day. I've flown all 3 CRJ variants (2, 7, & 9) and the 200 was my favorite to fly hands down. The 700 was my favorite to go to work on... mainly due to the auto-bleeds, fadec (thank god), fire sys test, and GPS. How many times on the 200's do you get CHECK POS? Of course most of Mesa's 200's didn't have GPS.

But I'm tellin ya, this Embraer is a PIECE OF CRAP compared to that wonderful little Canadair Barbie Jet. I'd take a Mesa 200 (with at least, oh say 5 MELs) any day over a top tier regional EMB 145.


Now, as far as the cockpit layout goes, I have always been very fond of it. I feel everything is in it's right place. They just fixed somethings on the 7 and 9 like the Fire Test and stuff that was just kind of ridiculous. As far as layout, nothing really changed, like I said - things were just "fine tuned" and condensed.

The knobs on the side panels that control your displays are all the same shape and size so you have to visually look instead of being able to feel the knob.

All airplanes seats suck.

Green/yellow colors are too close.

CRJ 700 cooling fan are REALLLY FRIGGIN LOUD

Cup holders aren't that usefull.

Sun shades don't work.

Parking brake can be difficult to engage on some airplanes. (I write it up).

I could go on but i hate thinking of work.....

Nobody is mentioning the Tx/Ic switch on the audio control panel. i think it should be mounted on the side panel so you can answer the radio and turn the Alt Selector at the same time.

Thats how it is on the CL-604

Agreed.

On the other hand one thing I really like about the CRJ is where they put the chart holder, up on the window sill, and best of all put a flexible light that shines on it. As much as I loved flying the DH-8 that's one thing I miss about the CRJ.

If you could combine the avionics package of the CRJ and the performance of the 145 (XR at least), you'd have a great little airplane. The Honeywell suite on the 145 is plain garbage.

Thanks everyone for your posts. This is great information that I will be able to show to the students. And everyone already knows the payscale is broken. Maybe passengers will start tipping pilots for good landings :rolleyes:

I would completely redesign the overhead panel and incorporate the lower pedestal onto the overhead, like most transport cat. A/C, and install side windows that can slide back and get rid of that ridiculous 'plug' of an emergency exit on top that is nothing more than a death trap when you actually need it compared to the size of some of our CA and crew....Other than that put a true FADEC and the 700 engines on the 200 and install a RECIRC fan and i would fly this plane forever, I just hope that I don't have to !

How about FMS keys that don't write like this.....

ttthhhiisss fffmmmmmmmssss ssssuuccckkkkssss

If there was a ' Like ' Button on APC...you'd get it right here Sir !!!

I second that. Funniest (and most accurate) thing I've read this evening. :)

They should have made the sun visor rail much stronger. Every time you try to hang your self from it it falls right in your lap so you end up having to finish your six leg day. What a let down.

I don't really understand the logic of the transponder knob... Why not integrate it in the RTU?

I actually like it there myself. I'm on the E-145 now, and I dislike the transponder in that. It's ridiculous, cycling through the different options, while the CRJ handles TA/RA modes automatically - all you have to do is turn the thing to 1 or 2. I think it makes much more sense.

As long as they aren't in a CR2... I've flown with some very senior pilots, and have yet to have a smooth landing in one of those birds. Everytime, its a very FiRm landing. (I think lack of a good wing/slats/flaps may have more to do with that).

It is a VERY easy plane to grease on.

Ground effect from low to the ground wing, trailing link gear....

***?

The CRJ-200 is one of the sweetest landing planes I've flown....low wing, trailing link gear (as mentioned). It's EASY to roll it on...maybe it feels different in the back or something.

It would be nice if they had a cooler in the cockpit, really sick of the beer getting warm.
The airline could really cut back on turn times if they installed a "Wheel of Death" machine, where you can purchase 9 week old tuna sandwiches.

The biggest problem I have with the CRJ layout specifically, and this a right seat problem.... I'm constantly reaching across for the FMS, and god forbid the capt is hand flying, hands on thrust, when I'm trying to put something in the FMS..... I'd much rather have the FMS where the RTU is, because I can do just about everything the RTU can do with the FMS, but I can't do everything the FMS can do with the RTU. Also the EMB145 (still speaking FO here) has a PTT on the upper right side so you can answer a radio call with your right hand and change the ALT, HDG, etc with your left. Yes it can be done in the CRJ but you have to use the one on the yoke and a lot of people don't like you touching that if they're hand flying at the time. Plus I don't really like the 'pull down' type switch they have installed. The other layout problem i've heard about, but thankfully never had to deal with. The manual gear extension is supposedly hard to get leverage on. I've heard stories of folks having to stand in the flight deck to get enough strength to pull it. Never tried it myself in the plane though. (knocks on wood)

Oh yes. I don't know what that guy was talking about. He must have meant the 7/9 (which is MUCH MUCH less forgiving than the 200). The 200 is hard to have a bad landing in. If you do have a bad landing, you've really messed up! haha

...because we all know "seniority" directly relates to flying skill :rolleyes:

On the CRJ, you just have to criss cross yourself a little. Use the PTT switch on the RTU with your left hand, and reach over with your right hand to change the ALT, HDG, etc. knobs on the MCP. You have to be somewhat flexible, but I've done it before. In fact, when I'm the PNF I almost always use the PTT switch on the RTU versus the one on the yoke.