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BOMBARDIER Regional Jet CRJ-200

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Name Regional Jet CRJ-200
Manufacturer BOMBARDIER
Body Narrow
Wing Fixed Wing
Position Low wing (winglets)
Tail T-tail
WTC Medium
Type code L2J
Aerodrome Reference Code 3B
Engine Jet
Engine count Multi
Position Both sides of rear fuselage
Landing gear Tricycle retractable
Mass group 3

Manufacturered as:

CANADAIR Corporate Jetliner
CANADAIR CL-600 Special Edition
CANADAIR CL-600 Regional Jet RJ-200
CANADAIR CL-600 Regional Jet CRJ-440
CANADAIR CL-600 Regional Jet CRJ-200
CANADAIR CL-600 Corporate Jetliner
CANADAIR CL-600 Challenger 800
CANADAIR Special Edition
CANADAIR Regional Jet RJ-200
CANADAIR Regional Jet CRJ-440
CANADAIR Regional Jet CRJ-200
CANADAIR Challenger 850
CANADAIR Challenger 800
CANADAIR CL-600 Challenger 850

BOMBARDIER Regional Jet CRJ-200

BOMBARDIER Regional Jet CRJ-200 BOMBARDIER Regional Jet CRJ-200 3D


Regional airliner. In service since 1995 and an improved development of CRJ 100 series; incudes the 200LR long range version with larger fuel capacity. Canadair is now part of the Bombardier Group. The CRJ2 is a member of the CRJ family. The aircraft carries the same Type Certificate as the Bombardier Regional Jet CRJ-100

Technical Data

Wing span 21.21 m69.587 ft <br />
Length 26.8 m87.927 ft <br />
Height 6.3 m20.669 ft <br />
Powerplant 2 x 41 kN GE CF34-3B1 turbofans.
Engine model General Electric CF34

Performance Data

Take-Off Initial Climb
(to 5000 ft)
Initial Climb
(to FL150)
Initial Climb
(to FL240)
MACH Climb Cruise Initial Descent
(to FL240)
(to FL100)
Descent (FL100
& below)
V2 (IAS) 135 kts IAS 165 kts IAS 250 kts IAS 250 kts MACH 0.68 TAS 420 kts MACH 0.70 IAS 250 kts IAS 250 kts Vapp (IAS) 135 kts
Distance 1527 m ROC 3000 ft/min ROC 2500 ft/min ROC 1500 ft/min ROC 1000 ft/min MACH 0.74 ROD 1000 ft/min ROD 3000 ft/min MCS 190 kts Distance 1423 m
MTOW 2152321,523 kg <br />21.523 tonnes <br /> kg Ceiling FL410 ROD 1500 ft/min APC C
WTC M Range 10001,000 nm <br />1,852,000 m <br />1,852 km <br />6,076,115.49 ft <br /> NM

Accidents & Serious Incidents involving CRJ2

  • A320 / CRJ2, Port Elizabeth South Africa, 2014 (On 10 July 2014, the crew of a Bombardier CRJ200 on a visual go around from an approach to runway 26 at Port Elizabeth took visual avoiding action overhead of the aerodrome to ensure safe separation from an Airbus A320 which had just taken off. Both aircraft also received TCAS RAs. Minimum achieved separation from radar was 370 metres laterally and 263 feet vertically. The Investigation noted that the go around resulted from the TWR controller, who was supervising a student controller, clearing the A320 to enter the runway and take off when the CRJ200 was on short final to land.)
  • A320 / CRJ2, Sofia Bulgaria, 2007 (On 13 April 2007 in day VMC, an Air France A320 departing Sofia lined up contrary to an ATC Instruction to remain at the holding point and be ready immediate. The controller did not immediately notice and after subsequently giving a landing clearance for the same runway, was obliged to cancel it send the approaching aircraft around. An Investigation attributed the incursion to both the incorrect terminology used by TWR and the failure to challenge the incomplete clearance read back by the A320 crew.)
  • CRJ2 / A320, vicinity Port Elizabeth South Africa, 2014 (On 10 July 2014, Bombardier CRJ-200 instructed to go around at Port Elizabeth by ATC came into close proximity with an A320 which had just taken off from the same runway and initiated avoiding action to increase separation. The Investigation concluded that the TWR controller had failed to effectively monitor the progress of the aircraft on final approach before issuing a take off clearance to the A320.)
  • CRJ2 / B773, Toronto Canada, 2019 (On 9 August 2019, a Bombardier CRJ-200LR about to depart Toronto which had read back and actioned a clearance to line up on the departure runway then began its takeoff without clearance and only commenced a high speed rejected takeoff when a Boeing 777-300 came into view crossing the runway ahead. A high speed rejected takeoff was completed from a maximum speed of around 100 knots. The Investigation concluded that an increased crew workload, an expectation that a takeoff clearance would be received without delay and misinterpretation of the line up instructions led to the premature initiation of a takeoff.)
  • CRJ2 / Vehicles, Montréal Canada, 2019 (On 2 February 2019, a Bombardier CRJ200 narrowly avoided collision with part of a convoy of snowplough vehicles which had entered the landing runway without clearance less than 10 seconds before touchdown and begun to position on the centreline. The Investigation found that despite the prompt initiation of a go-around on sighting the vehicles, the aircraft was likely to have cleared them by less than 100 feet. A number of opportunities for improved ground vehicle movement procedures were identified and the incursion was seen as indicative of a general need to more effectively address this risk at Canadian airports.)
  • CRJ2, Barcelona Spain, 2011 (On 30 July 2011, an Air Nostrum CRJ200 continued a significantly unstable visual approach to Barcelona in the vicinity of a convective storm to a point where the aircraft commander considered that a go around would be less safe than continuing the approach. In an attempt to regain a viable vertical profile from above, sustained and very high rates of descent were flown triggering a continuous 16 seconds of EGPWS Mode 1 PULL UP Warnings which were completely ignored. The resultant very hard landing caused structural damage to the aircraft and the sole cabin crew sustained a minor injury.)
  • CRJ2, Charleston WV USA, 2010 (On 19 January 2010, PSA Airlines CRJ 200 began take off from Charleston with an incorrect flap setting. After late crew recognition, a rejected take off was commenced at V1+13KIAS and an overrun into the EMAS bed at approximately 50knots followed. It was noted that had the overrun occurred prior to installation of the EMAS bed, the aircraft would probably have run down the steep slope immediately after the then-available RESA. The flap setting error was attributed non-adherence to a sterile flight deck. The late reject decision to an initial attempt to correct the flap error during the take off.)
  • CRJ2, Dubai UAE, 2011 (On 9 May 2011, a Bombardier Challenger 850 began a positioning flight night take off from Dubai aligned with the right hand edge of runway 30 for which take off clearance had been given. The error was not detected until a collision with a lighting installation after which a high speed rejected take off was made. The Investigation noted that the Captain had lined up the aircraft on the runway edge in good visibility before passing control for the take off to the low-experience First Officer. It was concluded that the crew failed to sufficiently prioritise their external situational awareness.)
  • CRJ2, Menorca Spain, 2011 (On 9 April 2011, an Air Nostrum Bombardier CRJ 200 landed at Menorca in daylight and good visibility on closed runway 01L which was parallel to 01R, the one for which landing clearance had been given. The explanation given by the pilot was that the wrong runway had been programmed into the FMS. The subsequent investigation found that all aspects of the notification and implementation of the runway closure had been in order and that crew error was the only cause.)
  • CRJ2, Providence RI USA, 2007 (On 16 December 2007, a Bombardier CRJ-200 being operated by Air Wisconsin on a scheduled passenger flight from Philadelphia, PA to Providence RI made an ILS approach to Runway 05 at destination in IMC which became unstable but was continued to an extremely hard night touchdown which broke the left hand main landing gear and was followed by exit of the aircraft from the left hand side of the runway and a slide through a snow-covered grassy area before it came to a stop without impacting any obstructions. There were no injuries to the occupants, who left the aircraft using the integral air stairs at the main door but the aircraft suffered “substantial” damage.)
  • CRJ2, Traverse City MI USA, 2007 (On 12 April 2007, a Bombardier CRJ-600 being operated by Pinnacle Airlines on a scheduled night passenger flight from Minneapolis-St. Paul to Traverse City overran the end of the slippery landing runway by 90 metres in normal visibility. There were no injuries to any of the 52 occupants but the aircraft sustained substantial, but repairable, damage, primarily at the forward lower fuselage.)
  • CRJ2, Vigo Spain, 2010 (On 25 February 2010, a Bombardier CRJ200 being operated by Air Nostrum on a domestic passenger flight from Bilbao to Vigo carried out an ILS approach to runway 20 in day VMC which culminated in a non standard touchdown during which one wing touched the runway. The ground contact and consequential minor damage was not appreciated at the time and was found during a subsequent ground inspection. None of the 23 occupants were injured.)
  • CRJ2, Washington Dulles VA USA, 2002 (On March 9, 2002, a Bombardier CRJ 200 ER, operating by Atlantic Coast Airlines, encountered a flock of wild turkeys at a late stage in the take off roll Washington Dulles International Airport and a bird strike followed. The aircraft rejected take off and returned to gate.)
  • CRJ2, en-route, Fort St. John BC Canada, 2006 (On 21 November 2006, an Air Canada Jazz CL-600-2B19 on a scheduled flight from Vancouver to Prince George was cleared for a non-precision approach at destination. During a missed approach because of worse than forecast weather conditions, the crew were unable to retract the flaps from their 45 degree landing setting. A diversion to the designated alternate was commenced but en route, ATC were requested to provide radar vectors to Fort St. John and an emergency was declared due to a low fuel prediction on arrival. The aircraft subsequently landed without further problem at Fort St. John with about 500 pounds of fuel remaining, equivalent to less than 10 minutes of flight time.)
  • CRJ2, en-route, Jefferson City USA, 2004 (On October 14, 2004, a Bombardier CRJ-200 being operated by Pinnacle Airlines on a non revenue positioning flight crashed into a residential area in the vicinity of Jefferson City Memorial Airport, Missouri after the flight crew attempted to fly the aircraft beyond its performance limits and a high altitude stall, to which their response was inappropriate, then followed.)
  • CRJ2, en-route, east of Barcelona Spain, 2006 (On 27 July 2006, a Bombardier CRJ200 being operated by Air Nostrum on a scheduled passenger flight from Barcelona to Basel, Switzerland in night VMC, suffered a sudden left hand engine failure and an associated engine fire when passing FL235 some 14 minutes after take off. An air turn back was made with indications of engine fire continuing until just three minutes before landing. An evacuation using the right hand exits was ordered by the Captain as soon as the aircraft had come to a stop and had been promptly actioned with the RFFS in attendance. There were no injuries to the 48 occupants during the evacuation and the only damage was to the affected engine.)
  • CRJ2, en-route, northern Sweden, 2016 (On 8 January 2016, a Bombardier CRJ200 crew were suddenly presented with a failure of one of the two main PFDs and a consequent uncommanded Autopilot disconnection during the cruise in dark night VMC conditions. No attempt was made to identify the failure as a single system fault and to maintain control using the second serviceable main PFD - which had the same indications as the Standby Horizon. Control of the aircraft was lost beyond possible recovery with terrain impact occurring 80 seconds after the initial appearance of erroneous PFD indications which were attributed to malfunction of the corresponding IRU.)
  • CRJ2, en-route, south of Santander Spain, 2009 (On 24 February 2009, the Captain of a CRJ 200 being operated by Air Nostrum on a passenger flight from Madrid to Santander inadvertently shut down both engines simultaneously during the descent but a successful restart was rapidly achieved and the remainder of the flight was uneventful. The subsequent investigation concluded that the shutdown was the consequence of both violation of procedure and lack of knowledge of the Captain involved.)
  • CRJ2/ATP, Stockholm Sweden, 2011 (On 21 January 2011, a Belarusian Bombardier CRJ200 failed to fly the prescribed missed approach procedure at night in IMC and when ATC observed a developing conflict with another aircraft which had just departed another runway with a conflicting clearance, both aircraft were given heading instructions to mitigate the proximity risk. The resulting CPA was 1.8nm at an altitude of 1600 feet. The subsequent investigation attributed the pilot error to a change of aircraft control in the flare when it became apparent that a safe landing was not assured.)
  • CRJ7 / CRJ2, Charlotte NC USA, 2008 (On 28 June 2008, a Bombardier CRJ 700 operated by PSA Airlines, during daytime pushback collided with a stationary CRJ 200 of the same company at Douglas International Airport Charlotte, North Carolina.)
  • PC12 / CRJ2, Charlotte NC USA, 2009 (On 29 May 2009, the flight crew of a PSA Airlines Bombardier CRJ 200 taking off from Charlotte in accordance with an ATC clearance in normal day visibility observed a small aircraft enter the runway ahead of them whilst at high speed on their full length take off roll but were able to make an emergency stop on the centreline just clear of the other aircraft, a privately operated Pilatus PC12, which had moved to the side of the runway when its pilot, who had received and acknowledged ATC clearance to enter the runway, realised the conflict.)
  • PRM1/CRJ2, Nice France, 2012 (On 29 March 2010, a Raytheon 390 operating a passenger charter flight failed to follow acknowledged taxi instructions in normal visibility at night and entered the departure runway at an intermediate intersection and turned to backtrack against an opposite direction CRJ200 which had just started its take off roll. There was no ATC intervention but the CRJ crew saw the aircraft ahead and were able to stop before reaching it. The Raytheon flight crew stated that they had “encountered considerable difficulties finding out where they were while taxiing” and ended up on the departure runway “without realising it”.)