CRJ200 websites...
 

are there any CRJ study websites that i can use. Mainly like technical questions type information (how many TRUs, what does 10th stage bleed air, questions like that)

I do have the a copy of the manual for the CRJ, i am just looking for something that is more user friendly.

thanks

There was a great one setup by a mesa sim guy, but he took it down due to security concerns. For that reason, I'm guessing you may not find one.

From a (I believe) Skywest CA:
CRJ Resource Page of Dean S. Boznos

You in the pool at PSA?

www.playskool.com ;)

It's been seven years but the CRJ had 5 TRUs that converted A/C power into D/C power. 10th stage bleed was used for air conditioning, pressurization, engine starting and avionics cooling. However, in the event that normal and alternate avionics cooling failed the standby cooling was just a fan. It was a stupid design on the avionics cooling as the normal and alternate cooling shared the same duct. Usually an avionics overheat happened because of duct blockage so you had to go off the standby mode. (Had that happen to me on several occasions)

The electric system was the most complex as I recall. The overkill is the limitations section. They have 50 pages of limitations. Contrast that to my 757/767 book which covers the 757-200, 757ER, 767-300 and 767ER. Different engines, hydraulic, pneumatic and electrical systems. Yet the limitations section is only 3 pages for all the aircraft combined. Maybe its because young guys can memorize better for older guys.

Fuel pump boost questions...after the engines are started on the CRJ does the fuel pump boost light go off or does it stay on ??? I am studying the regional jet course and i am confused on the part on the before start flow where it says to push the L & R fuel boost pumps on and 2 white lights should come on indicating on...but on the after start flow it says verify that the fuel pumps are on but the fuel panel should be dark..can anybody verify this..thanks

Trufactor,

It's been 7+ years but I'll try and answer this for you. The CRJ like most modern cockpits works off the dark cockpit principle. That means when all systems are powered and you are at the end of the runway ready for takeoff, the cockpits dark. Any light on would signify there is a non-normal condition. Not necessarily abnormal, just non-normal.

In the case of the boost pumps, when selected prior to engine start the pumps come on when pressed in and the lights are on to signify they are working. In this case, it is a status message which means that the system is letting you know its not normal for the boost pumps only to be on but they are working. The reason they are status lights is because the boost pumps are only used until there is sufficient fuel pressure from the engine driven pumps and primary ejectors to take over the load. The engine driven pumps boost the fuel pressure to around 800 psi whereas the electric pumps are around 50 psi I think. That's why if you lose an engine driven pump the engine fails no matter how many electric pumps are available.

The electric pumps only exist to provide positive pressure to the engine driven pumps and augment the primary ejector. The primary ejector has no moving parts and is simply a siphon. Once you get suction from it, it stays on until you stop the flow. At some point during engine start, the primary ejector gets enough suction pressure to take over the load from the electric pump. The system senses this and the electric pump which was selected on, goes into a standby mode. If for any reason, the electric pump senses low pressure to the engine driven pump, it turns on to ensure positive pressure to the engine driven pump.

Since the electric pump is in standby, you don't have any lights on. The only reason you would get an electric pump light following engine start is if there is a primary ejector failure, or an engine is shut down.

Its been awhile but hope that helps. I spent a lot of time on the RJ years ago. IMO, it was the most challenging plane from a systems standpoint to learn. Once learned however, its hard to forget and is a very straight forward airplane. Good luck. You will enjoy it.

Let me know if you need any help with AUTOXFER FAIL.

all right since we are asking qs now, i got one.

What is on CRJ that helps with wing tip stalling first?

I don't think they do. Aileron effectiveness would be lost. The wingtips actually have a downward twist so that at high angles of attack it is still flying vs. the wing root.

thanks DAL,

also does any1 know what is CDL (Configuration Deviation List??)? What does it do?

The CDL is basically an MEL that involves items on the aircraft that if missing or deferred could cause a performance penalty. Things like gear doors missing, flap fairings missing, that kind of thing. You will find the performance penalty in the description of the CDL. For instance, if a gear door is missing, it might say reduce climb weight by 3000 pounds or increase cruise fuel burn by 2%. Usually this is advisory as the dispatcher has already taken these numbers into account.

Are you going through school right now?

If on the CRJ7/9, don't bother studying before hand it's all automated, 10 days of system class is more than enough. Everything is either AUTO or abnormal. You literally have to pull the QRH out if you have to touch anything on the systems panel.

Ummmm, it may be automated but I hardly doubt its dramatically more advanced than the CRJ200. Aside from some minor changes to electrical, fire detection and slats its still a CRJ. While easy once learned, IMO, the automation made that a tough airplane. Also, if its your first transport category plane a lot of things are new - fire loops, bleed air, AC and DC electrical systems, etc. Personally the easiest planes I ever learned were the 757/767. The APU section is 3 pages long. However, I seem to recall the CRJ was like 40 pages long.

Well they have to beat the pi55 and vinegar out of us somehow right? better to do it when you are new to the business... :D

Funny how that works isn't it. My first transport plane, the Saab 340, I had about 2 inches worth of flashcards on the systems. The CRJ about the same. What made them challenging was the ridiculous amount of trivial information the check airman thought you should know. Pressures to open or close valves, power ratings on the generators, batteries, the type of valves on the packs, etc. Now its straight forward. Not that learning the 757-200, 757ER, 767-300 and 767ER which all have different systems even though their similar, in five days before the oral wasn't challenging. It just seems like Boeing had planes (757/767) where space wasn't an issue so they could design a system to be straight forward.

Also, the check airmen at Delta presume you to be innocent until proven guilty whereas the check airmen at the regionals are the opposite. Now in their defense they are dealing with pilots who have no airline history whereas at DAL you've probably been flying for at least 10-15 years. But pound for pound, the regional training program is the most demanding I've ever seen. It's all downhill from here.

DAL4EVER, I can't believe how much you have remembered from your old regional days! That's pretty impressive as far as I'm concerned! Nice job! :) I also thought the electrical system was the most complicated and painstaking system to learn while in my systems class. The diagrams did nothing but confuse me more. The nice thing about the RJ's synoptic pages is the electrical system pages. I can visualize exactly what bus is being powered by where, and it's easy to work with in flight. I've yet to have any electrical issue come up except for an AC BUS1 fail that was intermittent in flight.


As far as the OP is concerned, there is a great book out there called "CRJ Systems." Go search for it on Amazon, I bought it, and it really helped out. It's all question and answer format, and is a great interview or oral exam guide. I found it VERY useful, and it wasn't very expensive... maybe 15 or 20 bucks.

The CRJ2 website by the Mesa sim guy was a great tool. He also published hard card study materials that highlighted the major points of all the systems, and he was not just a sim guy but a check airman who gave orals. Most of his questions came from his study material.