I'm not aware of this requirement at ASA. Is this a -200 only thing?

Why do you need to take off unpressurized?

In the -700/900 it doesn't matter what deice/anti ice we use or where, it's just a 20 second engine run up, then turn the bleeds back on, packs a min later and normal ops.

On the -200, if wing A/I is used on takeoff (or landing) then the PACKs can not be on the engine (10th stage) bleed. Normally you would do this by transferring the PACKs to APU bleed. With Type IV on the fuselage you can't run the APU as the APU air door is right on top and would scoop up all the Type IV as it was shearing off during takeoff. That leaves with with an pressurized takeoff.

The bleed system was significantly changed, and improved, on the -700/900.

You should bid ATL CR2 captain so you can experience the fun for yourself.

It's a goat rope combi of checklists and some things not in the checklists on the 200, not user friendly. Good chance your going to screw it up.

On my first 767-300 Jumpseat I experienced that. I've never seen it while Jumpseating on the 757, so I thought it to be unusual. I do remember that, that particular 767 was a fairly rare GE engined aircraft as opposed to having PWs like most of the fleet, so I don't know if that had anything to do with it.

-2263

...but no CRJ200 in that prior experience, so you aren't aware of what a Charlie Foxtrot an unpressurized takeoff really is like. If it were as simple as pushing 2 pack buttons, I don't think anybody would be complaining. Unfortunately for the CRJ pilots, it's a QRH procedure that includes pressing the EMER DEPRESS button (remember to confirm that guarded switch), closing bleeds, turning off packs, and opening the RAM AIR (remember to confirm that guarded switch).

The problem is that it's a heads down procedure for the PM in a very critical phase of flight, that requires the attention of the PF (confirming the guarded buttons) and the use of a clunky, torn up QRH. Sure, it's doable, but it SIGNIFICANTLY reduces the SA of the PM, which reduces overall safety in a critical phase of flight.

Rescinded, breathe!

I love it when common sense wins! (A rare victory).

I've seen guys shut down the APU before de-icing/anti-icing and then a few minutes after fluid application is complete, restarting the APU. Maybe that's something that can be done on the CRJ without as much trouble as an unpressurized take off sounds like it is.

It is something that is almost always done in a normal de/anti icing. Not when you have a full upper fuselage of type 4 waiting to enter a perfectly positioned apu intake door.