The CRJ200 Quicknotes Study Guide

POWERPLANT REVIEW
The Bombardier CRJ200 is
equipped with two General
Electric CF34-3A1 or two
CF34-3B1 high-bypass ratio
turbofan engines. The CF34-
3B1 engines are available in
two versions, Basic Engine
Performance or High and
Hot Performance.
Externally, the CF34-3B1
and CF34-3A1 powerplants
are identical in appearance.
However, internally the
3B1 engine features improvements in compressor and turbine construction which have resulted in a
reduction in total fuel consumption and improvements in flat-rated power capability.

• Two (2) CF 34-3A1/3B1 or combo (CF - Commercial Fan)

• 8729 lbs – Full power thrust
• 9220 lbs – Automatic Performance Reserve (APR)
• 3B1 engines – “High and Hot” – Provides flat rated thrust to a higher temperature (ISA+15 vs.
ISA+7)
• 3B1 engines can produce the flat rated thrust to a higher standard day ambient temperature
• BYPASS AIR (N1) produces 80-85% of total engine thrust
• CORE AIR (N2) produces remaining 15-20%
• AT 15°C, N2 IDLE SPEED IS 62.9 - 64% ⇒ MOST IMPORTANTLY: < 2% N2 SPLIT
ON GROUND
• CONT IGNITION – ON if selected ON or if approaching a stall
• Inadvertent thrust lever deployment – thrust reverser system will mechanically drive TL to
IDLE
• DUAL LOOP DETECTION (10th and 14th stage bleed air) in PYLON area as the lines run
to the SOV’s
• Pressurized engine fuel used for:
1. Control of VGD’s
2. Cool engine oil via heat exchanger=
3. Lubricate the FCU
4. Motive flow

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 The CRJ200 Quicknotes Study Guide

FAN (N1) MODULE (BYPASS AIR)

• Single Fan
• 4 stage low-pressure compressor turbine
• Exhaust frame smoothes exhaust air

CORE (N2) CORE MODULE

• 14 stage axial flow compressor
• 1 stage VARIABLE INLET guide vanes
–– Repositioned during operation to prevent compressor stalls or surges
• Stages 1 – 5, VARIABLE STATOR guide vanes
–– Repositioned during operation to prevent compressor stalls or surges
–– Each STAGE composed of a ROTOR and a STATOR
–– Positioned OPEN as speed INCREASES and CLOSED as speed DECREASES
–– Regulates airflow to obtain optimum angle of attack of compressor blades
• Stages 6 – 14, FIXED STATOR guide vanes
• 2 stage high pressure turbine
• Engine driven fuel pump – 3 impellers (Primary, Secondary, Boost)
–– PRIMARY impeller provides the fuel to the engine
–– SECONDARY impeller provides MOTIVE FLOW to the MAIN EJECTOR and
SCAVENGE EJECTOR PUMPS
FYI - On FUEL SYNOPTIC PAGE – MAIN EJECTOR supplies motive flow to
TRANSFER EJECTORS
–– BOOST impeller provides positive head pressure within the fuel pump system
–– IF ANY SECTION OF THE MAIN FUEL PUMP FAILS – THE ENGINE FAILS
• FUEL/OIL HEAT EXCHANGER (Heats fuel > 5° C and cools oil)
• Variable Geometry System – Regulated and actuated by pressurized fuel from FCU

ENGINE ACCESSORY GEARBOX

• Main accessories:
–– Engine lubrication pumps
–– Engine fuel pump and fuel control unit
–– Permanent Magnetic Generator (PMG) or Alternator
–– Constant Speed Drive (CSD) for IDG
–– Hydraulic pump
• The sole purpose of the PMG, which powers the ECU, is to KEEP the ENGINE RUNNING

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 The CRJ200 Quicknotes Study Guide

IF ALL ELECTRICAL POWER IS LOST TO THE ENGINE

• The PMG is driven by N2. During engine start, the ATS rotates N2 through the gearbox

ANNULAR COMBUSTOR
• Two (2) independent AC ignition systems per engine (A and B)
–– Two (2) ignition exciters
–– Two (2) igniter plugs
• 18 fuel nozzles (dual orifice fuel injectors)
–– Primary orifice ⇒ Low power settings (IDLE) and engine start
–– Secondary orifice ⇒ Used at higher power settings (ABOVE IDLE) – primary still operates
as well

START AND IGNITION CONTROL PANEL

• Ignition A – AC ESS BUS
• Ignition B – BATT BUS (Converted to AC with an INVERTER)
• ENGINE IGNITION SWITCH
–– PUSHED IN – Arms associated igniter plug on BOTH ENGINES
–– WHITE – ARM light illuminates when pressed IN
–– GREEN – ON light illuminates when associated igniter plugs are in operation
– IGNITION A (or B) advisory message on ED2
• CONTINUOUS IGNITION SWITCH
–– PUSHED IN MANUALLY – BOTH igniters are energized on BOTH engines
–– ILLUMINATES AUTOMATICALLY when approaching stall
• ENGINE START SWITCH:
1. Opens L and R 10TH stage bleed valves
2. Opens 10TH stage ISOLATION valve
3. Opens associated ATS valve
4. Fires pre-selected A or B igniter plugs
5. Associated GREEN lights on switch illuminate w/ GREEN IGNITION A or B advisory
on ED2
6. L (or R) START Status message on ED2
7. L (or R) START Status message is removed at 55% N2 when ATS cuts out

If an additional status message, IGNITION A or B, illuminates during start – Ignition A or B is

firing when it should not be.
Recommend pressure for Normal start – Minimum 45 psi
Recommended pressure for Cross-bleed start- Minimum 60 psi

• ENGINE STOP SWITCH

–– Acts as an Air Turbine Starter (ATS) CUTOUT switch ABOVE 55% N2
–– Below 55% will just STOP the START sequence

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 The CRJ200 Quicknotes Study Guide

THRUST REVERSE PANEL

• ARMED – Arms respective thrust reverser
• OFF – Disables respective thrust reverser
• EMERGENCY STOW SWITCHLIGHTS
–– Used to stow affected thrust reverser during an emergency
–– UNLK – Illuminates AMBER to indicate thrust reverser is unlocked
–– TREATED AS AN EMERGENCY (EMERGENCY SECTION OF QRH)
–– If thrust reverser inadvertently deploys during flight, TL will be MECHANICALLY pulled
to IDLE

ENGINE CONTROL SYSTEM / PANEL

• N1 SPEED MODE – N1 > 79.1% and SPEED switches ON (Electronic Engine Control) -
–– N1 is primary thrust setting reference for HIGH POWER SETTINGS
–– Equal thrust lever movement produces near equal engine thrust (N1 speeds)
• N2 SPEED MODE – N1 < 79.1% or SPEED switches OFF (Hydro-Mechanical Engine
Control)
–– N2 speed control is used at LOW thrust settings ⇒ Matched TL movement = matched N2
–– APR INHIBITED IN N2 SPEED MODE
–– If N1 mode is selected OFF while operating or N1 mode FAILS above 79.1% N1 -
–– Engine reverts to N2 speed control
–– RAPID INCREASE in engine acceleration will occur
–– Thrust lever angle for HIGH POWER is HIGHER IN N1 MODE than N2 mode – thus
the INCREASE in ITT
–– RETARD THRUST LEVERS UNTIL BELOW 79.1% N1 - N2 SPEED MODE
• APR ARMING
–– APR ARM
–– BOTH SPEED SWITCHES ON
–– BOTH N1 > 79.1% (STANDARD TAKEOFF AURAL ALERTS OCCUR >= 70% N1)
–– W-ON-W ⇒ APR not available on GO-AROUND
–– At least 2 DCU’s operating and 2 ECU’s
• APR ACTIVATION
–– Once all the above conditions are met to arm the APR system, a 5 minute timer starts
–– APR monitors N1 and GREEN APR ARMED advisory message on a status page
–– If 1 engine drops below 67.6% N1 –

1. APR increases fuel flow to operating engine (Failed engine reverts to N2 mode and
doesn’t respond to APR inputs)
2. 2.3% INCREASE in N1
3. Green APR icon shown in the operative N1 gauge
4. Approximately 500 lb increase in thrust from 8,729 lbs. – 9,220 lbs.
5. ITT limit for first 2 minutes – 928°C

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 The CRJ200 Quicknotes Study Guide

6. ITT limit for next 3 minutes – 900°C

7. REDUCE THRUST MANUALLY to stay within defined engine limitations

OIL REPLENISHMENT PROCEDURES

1. Select system to ON
2. Perform SYSTEM PRESS TO TEST – LH / RH SWITCHLIGHT ILLUMINATES
3. Move selector valve to the right or left side and hold it there
4. If the appropriate LH (or RH) light illuminates the engine oil level is adequate
5. Release the selector valve and it returns to the center position
6. If the light does not illuminate, the selected engine requires additional oil and the system will
AUTOMATICALLY begin pumping oil into the selected side (With REFILL light – oil level
< 4.8 quarts out of 7)
7. While adding oil, monitor the indicator level to abide by the 2 quart refill limitation
8. When the oil level is adequate, the replenishment system automatically stops and the light
illuminates
9. Release the selector valve and it returns to the center position
10. Turn power OFF
11. CALL MX CONTROL and / or LOG AMOUNT ADDED IN MAINTENACE
LOGBOOK

THRUST REVERSER OPERATION

• Upper and lower translating cowl doors that move AFT when using reverse thrust
• The blocker doors BLOCK N1 fan airflow and direct it outward through the cascade vanes
• CONDITIONS FOR OPERATION
–– Thrust reversers ARMED on ED2
–– 14TH stage bleed air available (Air operates mechanical means to move doors)
–– Thrust levers at IDLE
–– W-ON-W or wheel speed > 16 kts
• Amber REV icon appears in the N1 gauge when thrust reverser is UNLOCKED
• REV icon turns GREEN when thrust reverser is FULLY DEPLOYED
• BELOW 60 KIAS, THRUST REVERSE MUST BE REDUCED TO IDLE, NOT ABOVE
30% N1

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 The CRJ200 Quicknotes Study Guide

• Wing and cowl anti-icing valves will CLOSE when thrust reverse is activated
• Once thrust reverser is deactivated – if cowl and/or wing anti-ice were ON, then anti-icing
reactivates after 5 SECONDS

ENGINE RELATED EICAS DISPLAYS

• N1 and N2 readout and pointer turn RED when limits are EXCEEDED (ENG OVERSPEED
Warning Message)
• Digital OIL PRESSURE turns RED when below limits
• Digital OIL PRESSURE turns AMBER when above limits
• Digital OIL TEMP indication turns AMBER from 150-162° C and RED above 162° C

MISCELLANEOUS
• Inter-Turbine Temperature (ITT) – Measured between high and low pressure turbines
• PNEUMATIC AIR for Air Turbine Starts (ATS) can be taken from –
–– APU
–– External air cart (H/P)
–– Cross-bleed
• VIBRATION
–– N1 FAN VIB – Gauge on ED1 turns AMBER when exceeds limit and NO EICAS
message ⇒ 2.7 mils
–– N2 FAN VIB – VIB ICON on N2 gauge and NO EICAS message ⇒ 1.7 mils
• ITT HOT – During start – EGT increasing at a rate greater than 200°C per second
• Analog oil pressure gauges disappear when engines are running; N2 within 2% of each other and
oil pressure normal is replaced by N1 FAN VIB gauge.
• FMS:
–– Calculates N1 Thrust Limits
–– Displayed on N1 gauge as a cyan ^ or ° (If not reduced – Reduced is magenta)
–– Cruise – Carat changes to a doughnut
–– FMS values CANNOT be changed by the pilot
–– Thrust selected on the Thrust Limit Page on FMS CDU

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 The CRJ200 Quicknotes Study Guide

GAUGE LIMITATIONS
N1%
• 22
• 25
• 30 Max Reverse Thrust < 60 KIAS, Cold soaked/5 sec. reverse/deploy stow cycle limit
• 50 Max single engine taxi thrust breakaway (unless stabilized and more required for taxi)
• 60 20 second thrust setting after de-icing
• 70 Takeoff configuration warnings
• 79.1 APR arm, N1 speed control, GLD’s armed, Inhibited T/O messages
• 85 Minimum reduced thrust (3A1 engines)
• 96.2 Normal T/O (GREEN)
• 98.6 Maximum T/O and Continuous (RED)

N2%
• 20 Minimum START
• 28 Minimum after HUNG START
• 35 HUNG START/STAGNATED START range (28 – 45%)
• 45
• 55 Engine start CUTOUT
• 56.5 Normal IDLE
• 57 OAT ≤ -20°C ⇒ Do not come above IDLE
• 62.9 QRH/AFM IDLE at 15°C
• 64
• 68.0 Normal IDLE
• 70 2ND engine START limitation using APU bleed air
• 75 Maximum during FFOD WING/COWL ANTI-ICE test
• 77.9 Amber arc 0 – 77.9% with WING ANTI-ICE ON
• 85 Required for CROSS-BLEED START
• 98.3 Normal T/O
• 99.2 Maximum CONTINUOUS
• 99.4 Maximum T/O (APR OP)

ITT°
• 90 Windmill AIRSTART limit
• 120 Normal GROUND START limit
• 150 Post shutdown TAILPIPE fire/QRH limit for EMERGENCY ACTION ITEM
• 220 HOT ICON removed as engine cools
• 350 Post shutdown TAILPIPE fire

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 The CRJ200 Quicknotes Study Guide

• 450 Normal IDLE

• 540 JET A combustion
• 600 Normal IDLE
• 780 CRUISE ITT 3B1
• 800 CRUISE ITT 3A1
• 860 Maximum CONTINUOUS 3A1
• 874 Maximum CONTINUOUS 3B1
• 884 Next 3 minute limit NORMAL T/O
• 900 1ST 2 minute limit NORMAL T/O,
• 900 Next 3 minute limit APR OPERATING
• 928 1ST 2 minute limit APR OPERATING

OIL PRESSURE
• 25 Minimum START
• 45 Minimum T/O thrust
• 115 Max CONTINUOUS (Maximum NORMAL RANGE ⇒ IDLE THRUST
UNTIL 115)
• 130 Maximum for 10 minute after start
• 156 Maximum after cold start

FUEL FLOW CRUISE SETTINGS

• FL410 ⇒ 1,800 PPH = 0.77 M
• Every 1,000’ decrease in ALTITUDE = Increase Fuel Flow by 100 PPH

CRJ700 SYSTEM DIFFERENCES

• General Electric - CF34-8C1 vs. CF34-3A1/3B1 (CRJ200)
• 12,670 lbs. of thrust at takeoff vs. 8,729 lbs. (CRJ200)
• 13,790 lbs. of thrust APR vs. 9,220 lbs. (CRJ200)
• Full Authority Digital Engine Control (FADEC) controls all phases of engine operation
through three subsystems
–– Fuel control
–– Compressor airflow management
–– Engine starting/ignition control
• Each engine has a dedicated dual channel FADEC computer
–– Both channels monitor and compare information but only the active channel controls
engine operation
–– Channels alternate between ‘active’ and ‘standby’ modes
–– Channel assignment automatically changes during every second engine start
• N1 and N2 synchronization is only available when cruise power is set
• FADEC can SYNC either Fan (N1) or Core (N2) rpm

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 The CRJ200 Quicknotes Study Guide

• Left engine is always the controlling engine

• Normally N1 SYNC is selected
• Sync is disabled if:
–– N1 split is > ± 1.5%
–– N2 split is > ± 7.5%
• FADEC programs the best N2 idle speed for each phase of flight
• 5 different ‘phase of flight’ N2 idle settings:
–– Flight idle - Increases with altitude
–– Approach idle - N2 core speed that permits engine acceleration to go-around thrust in the
minimum time
–– Landing idle -
• Keeps the N2 speed elevated until reverser deployment is commanded
• FADEC maintains landing idle for 5 seconds, and if the thrust reversers are not activated
then at the end of the 5 second period FADEC sets ground idle
–– Reverse idle - Increases the N2 core rpm to permit acceleration to full reverse thrust in
minimum time
–– Ground idle - Ground Idle is the minimum N2 thrust setting on the ground
• Varies with temperature and field elevation
• N2 idle range is 55-65% vs. 56.5 – 68% in CRJ 200
• FADEC automatically adjusts N1 when engine bleed loads change (i.e. Anti-ice is turned on
etc.)
• FADEC generated T/O Thrust
–– During ‘Normal-Rated Thrust’ takeoff roll
• Takeoff N1 is updated
• Takeoff N1 “locked in” at 65 KIAS
–– FADEC re-computes the new target N1 when:
• Aircraft passes through 400 feet or thrust lever is moved from the TOGA detent
• FMS generated thrust calculations
–– Flex Power (FLX) is calculated by FADEC:
–– FLX thrust is set and scheduled by entering an assumed temperature on the perf menu page
of the FMS
–– The assumed temperature can only be entered when:
• Aircraft is on the ground
• Thrust levers are at idle or shutoff
• Weight on wheels for at least 1 minute
• Assumed temp is greater than the actual temp
• Airspeed less than 65 KIAS
–– FADEC then computes the actual FLX thrust setting and displays it in magenta on the N1
gauges
–– When the thrust levers are placed in the TOGA detents, the FADEC sets flex thrust
–– Unlike normal rated thrust, FADEC does not continuously update the target FLX prior to
65 kts

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 The CRJ200 Quicknotes Study Guide

• Thrust Lever Positions

–– In flight, FADEC automatically computes the N1 TMA for the thrust lever position
–– TOGA Detent
• During initial climb out, FADEC programs fuel to achieve normal-rated or flex thrust
• If the thrust lever is moved out of the TOGA detent and then returned to the TOGA
detent, FADEC programs GA thrust
–– CLIMB Detent
• FADEC programs best climb thrust
–– Cruise Range
• Not a detent but the range of lever movement between IDLE and the CLIMB detent
• FADEC calculates and posts the maximum cruise N1 rpm
• Pilot selects an rpm less than or equal to the max cruise N1 to maintain airspeed
• GA is calculated and annunciated by FADEC when:
–– Approach bit is set:
• Flaps > 20º or
• Landing gear down with the thrust lever in the cruise range
–– When thrust lever placed in TOGA detent (anytime after takeoff )
• One Engine Only - The two FADEC computers cross-talk to monitor the health of each
engine. When an engine fails and a N1 mismatch of 15% or more is detected, FADEC will
automatically increase thrust on the operating engine.
• One Engine Only Operation (OEO)
–– APR available for both takeoff and go-around unlike the CRJ 200 with takeoff only
–– Automatic activation of MCT when in CLIMB detent
–– Pilot Selectable Emergency Thrust
• APR for both engines
• MCT for both engines
• TL detents provided at CLIMB, TOGA, MAX POWER
• APR power is available when:
–– Either normal-rated or flex thrust is programmed and the system is armed
• APR Arming For Takeoff
–– When the engine speed is within 8% N1 rpm of scheduled takeoff power
• APR Arming For Go-Around
–– Approach bit set
• APR Activation for Takeoff
–– Thrust levers are in TOGA detent
–– Either normal, flex or go around power is programmed
–– Engine fails (N1 rpm differ by 15%)
• APR Activation for Go-Around
–– OEO operations or engine failure (N1 rpm differ by 15%)
• CLIMB Detent = Maximum Continuous Thrust during OEO
• Cruise Range = N1 increase is a function of the position of the thrust lever of the operative

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 The CRJ200 Quicknotes Study Guide

engine
• With one or both engines operating and the thrust levers are placed into the MAX POWER
detents, the FADEC for the operating engine(s) changes to OEO fuel scheduling and APR
thrust is set
• Engine High Power Switchlight
–– When selected, changes FADEC to OEO fuel scheduling for both engines
–– Guarded switchlight
–– Primarily used by the pilot to select MCT for both engines when in the climb detent
–– Can also be used to set APR on both engines with thrust levers in TOGA detent
• Engine Fuel System - Fuel Metering Unit (FMU)
–– Meters and distributes the fuel needed for combustion based on signals from the FADEC
system
–– Is not mechanically connected to the thrust lever
–– All thrust lever commands are electrical
–– FMU also meters fuel to:
• Actuate the VG inlet guide vanes and compressor stator vanes
• Automatic ignition system
• FADEC controlled for ATS and windmill starts
–– Automatic ignition
–– Auto shutdown for Hot and Hung starts - L (R) START ABORT Caution Message
–– Auto re-light protection
• Air Turbine Starter
–– Disengages at 50% N2
–– Starter duty cycle, same as CRJ200
• Ignition
–– Same power sources as CRJ200
• Auto Ignition - FADEC selects auto ignition at stick shaker (as per CRJ200)
–– “CONT IGNITION” status message
• Continuous Ignition - Same as CRJ200 except no requirement to select CONT IGN for
crosswind takeoffs
• Flameout Protection
–– L (R) AUTO IGNITION advisory message
–– Operability valve opens
• If auto relight fails:
–– FADEC shuts off fuel and ignition to the engine
–– L (R) FLAMEOUT Caution Message
–– When the affected thrust lever is moved to SHUTOFF: “L (R) ENG SHUTDOWN”
status message
• Engine Starting
–– FADEC controlled
–– Ignition selected and energized when thrust lever moved to IDLE
–– L (R) AUTO IGNITION advisory message
–– Ignition de-energized at starter cutout 50% N2

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 The CRJ200 Quicknotes Study Guide

• Hydraulically powered thrust reversers

–– If un-commanded deployment of the thrust reverser occurs, FADEC commands:
• The reverser to close, and
• Sets idle rpm on the affected engine
–– No thrust lever retarding system
–– No EMER STOW switches
• Engine oil level displayed as percentage on EICAS MENU page
–– “L (R) OIL LEVEL LO” status message appears:
• Oil level less than 80% with engine not operating
• Oil level less than 57% with engine operating
• Oil System Servicing
–– Oil replenishment system in aft equipment bay
–– Engine Oil System Servicing will be completed by maintenance

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