AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

AIRCRAFT GENERAL

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-1
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

DESIGN FEATURES • Several configuration options for location of lavatories as well

as galleys and galley features
• Enhanced cabin comfort with ergonomic design
• Flexible cabin layout options including mixed seat-pitch and
two class interior
INTRODUCTION
The CRJ700 and CRJ900 aircraft are designed for short- to
medium-range airline markets. The aircraft model designator for
the CRJ700 is CL-600-2C10. For the CRJ900 aircraft, the model
designator is CL-600-2D24.

GENERAL DESCRIPTION
The flight compartment accommodates two pilots and an
observer. The passenger compartment configuration
accommodates two or three flight attendants and has various
seating capacity for the CRJ700 and CRJ900.
General features of the CRJ700 and CRJ900 aircraft include:
• Quiet, fuel efficient, high bypass turbofan engines
• State-of-the-art avionics system utilizing six cathode ray tube
(CRT) displays
• Digital data communication
• Advanced central maintenance diagnostic system
• Advanced technology wings with polished leading edge slats
• Modern airframe structure with composite material used in
non-structural areas
• Class C forward and aft cargo compartments with convenient
external access
• Wide fuselage with 4 abreast seating

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-2
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

PASSENGER COMPARTMENT
Refer to Figure 1.
The aircraft provides the passenger with jetliner speed and
comfort, which includes:
• Two-by-two seating
• Stand-up headroom of 6 ft 2.25 in (1.89 m)
• Width (max) of 8 ft 5.0 in (2.56 m)
• Large overhead stowage bins
• Unobstructed underseat carry-on stowage
• Large use of acoustic insulation and vibration isolators to
provide an exceptionally quiet cabin
Each airline is provided with different interior configuration
options including:
• Mixed seat pitch
• Two-class interiors (business, economy)
• 68- to 74-seat variants (CRJ700)
• 86- to 90-seat variants (CRJ900)
• Second lavatory
• Possibility for as many as four galley installations
• Galley module variations including provisions for hot meal and
beverage service
• Choice of wardrobe and stowage modules
• Reinforced flight compartment door (meets improved
penetration and intrusion resistance standards)

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-4
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

FS557.0
FS533.0

74.25 in.
(1.88 m)

FORWARD BAGGAGE 24 in.

BAY DOOR (.61 m)

FWD LAVATORY
GALLEY (G2) (OPTIONAL)

100.50 in.
(2.55 m)

GALLEY (G3) 3RD FLIGHT

TYPE I SERVICE / TYPE III OR WARDROBE ATTENDANT'S SEAT
EMERGENCY DOOR EMERGENCY EXIT (OPTIONAL) (OPTIONAL)
24.0 in. X 48.0 in. AFT GALLEY 20.0 in. X 38.0 in.
LAVATORY
(0.61 m X 1.22 m) (G2) (0.51 m X 0.97 m) CARGO
FORWARD COMPARTMENT
GALLEY (G1)

OBSERVER'S
SEAT ENTRANCE TYPE I TYPE III CARGO
EMERGENCY EXIT FLIGHT COMPARTMENT DOOR
COMPARTMENT PASSENGER DOOR
20.0 in. X 38.0 in. ATTENDANT'S 43.0 in. X 33.0 in.
36.0 in. X 70.0 in.
(0.51 m X 0.97 m) SEAT (1.09 m X 0.84 m)
CR7/AG-06-00-0004/CGM
(0.91 m X 1.78 m)

FIGURE 1 - PASSENGER CABIN

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-5
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL
AIRFRAME STRUCTURE directional stiffness of the A/C. Relative to the CRJ700, the
ventral fins offset the effects of the fuselage stretch and
Refer to Figure 2.
eliminates the need for the fuselage upper strake.
The fuselage is a semimonocoque, all-metal, damage-tolerant
The single piece wing is an all-metal structure consisting of upper
structure, using aluminum alloy, chemically milled skin with
and lower machined aluminum alloy planks with integral stringers
riveted stringers and frames. This provides optimum strength
covering the spar, ribs and a central box structure.
characteristics while minimizing aircraft weight.
The auxiliary rear spar provides structural support for the main
The forward fuselage contains the radome, flight compartment,
landing gear trunnion. The main landing gear retracts into the aft
forward pressure bulkhead, forward avionics bay, main entrance
section of the center box structure. The wing has provisions for
airstair door and support mountings for the nose landing gear and
the installation of ailerons, slats, two-section slotted flaps, ground
its doors. The center fuselage contains the passenger
spoilers, multifunction flight spoilers and space for fuel storage.
compartment, main avionics bay, forward cargo compartment,
and the structural wing attachment. A 90 inch (229 cm) structural The vertical stabilizer is a fully-cantilevered, swept-back design
plug is installed forward of wing box on center fuselage section with a swept-back horizontal stabilizer mounted on the top edge.
on the CRJ900. The leading edges of the wing, slats, vertical and horizontal
stabilizers are fabricated using aluminum alloy.
The rear fuselage contains the pylon structure, rear pressure
bulkhead, cargo compartment, support structure for the vertical Composite materials serve an important role in the aircraft’s
stabilizer, the aft equipment bay and tail cone. A 62 inch (157.5 construction due to their effect on the overall weight, and
cm) structural plug is installed aft of wing box on mid fuselage because they are noncorrosive and easy to form. These
section on the CRJ900. materials are used in the aircraft secondary structures such as
the radome, winglets, belly fairings, landing gear doors and
Two pressure bulkheads and a pressure floor make the mid-
empennage top fairings.
center inductor fuselage a D shape. This provides an area
external to the pressure zone where the wing attaches to the
fuselage. The wing attaches to three fuselage frames and each
frame has two lugs. Two keel beams are installed to transmit the
wing loads to the fuselage structure. All sections of the fuselage
are attached with buttstraps.
A dorsal strake is installed on top of the fuselage of the CRJ700
to aid aerodynamic airflow over the fin at high aircraft sideslip
angles.
The dorsal strake is not installed on the CRJ900 however ventral
fins are installed on the base of the tail. The fins increase the

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-6
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

HORIZONTAL STABILIZER
TIP STRUCTURE

VERTICAL STABILIZER VERTICAL

LEADING EDGE STABILIZER
STRUCTURE TIP FAIRING

DORSAL
FAIRING
RAM AIR
INLET DUCT TAIL CONE
VENTRAL FINS
(CRJ900 only) WINGLET PYLON
DORSAL STRAKE TRAILING EDGE
(CRJ700 ONLY) STRUCTURE
PLUGS
WING LEADING (CRJ900 only) CORE COWL
EDGE SLATS
FAN COWL
DOORS
PYLON LEADING LIPSKIN
EDGE STRUCTURE

WING TO
FUSELAGE
FAIRINGS 1 WING TRAILING
EDGE STRUCTURE

WING TO
FUSELAGE MAIN
LANDING FLAP
FAIRINGS FAIRINGS
GEAR
RADOME

1 The wing trailing edge primary structure PRIMARY STRUCTURE

NOSE LANDING includes the support structure for the
GEAR DOORS flaps, ailerons and spoilers. SECONDARY STRUCTURE
CR/AG-51-00-0001/CGM

FIGURE 2 - GENERAL CONSTRUCTION

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-7

DIMENSIONS AND AREAS
INTRODUCTION
Refer to Figure 3.
Dimensions are measured in planes parallel or perpendicular to
the fuselage reference plane. Chord lines are measured as
projections on the wing reference plane. Areas are measured in
planes parallel or perpendicular to the fuselage reference plane.
GENERAL DESCRIPTION
FUSELAGE STATIONS (FS)
Refer to Figure 4 and Figure 5.
Stations identify a specified reference plane or line on the aircraft.
Reference planes divide the aircraft into stations that are
measured at right angles to the fuselage centerline. They are
called fuselage stations and are abbreviated ‘FS’. The CRJ900 is
provided with a 90” structural plug forward of the wing box and a
62” plug aft of the wing box. The structural plugs are identified
with a FS reference which includes an additional numbered
measurement i.e. FS661.00 + 32.00 identifies a station location
32 inches aft of the installation point for the structural plug.
WATERLINE (WL)
Waterlines are reference lines parallel to and above and below
the fuselage centerline. The waterlines are measured from WL
0.00 above a theoretical datum line.
FOR TRAINING PURPOSES ONLY
AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL
BUTTOCK LINE (BL)
The buttock lines (BLs) are reference lines parallel to the
fuselage horizontal centerline and are measured left and right of
the centerline (LBL and RBL).
MAXIMUM HALF BREADTH (MHB)
The maximum half breadth line is the geometric center of the
fuselage from the forward to the aft ends of the aircraft. The MHB
line connects the points of maximum half-width and half-height of
the fuselage at the specified fuselage stations.
WING STATION (WS)
Refer to Figure 6.
Wing stations are reference planes found at right angles to the
wing reference plane and parallel to the fuselage centerline.
WING REFERENCE PLANE (WRP)
The wing reference plane is the horizontal datum line for the wing
which goes through the wing aerodynamic centerline. The wing
reference plane is at right angles to the wing station.
VERTICAL STABILIZER STATIONS (VSS)
Refer to Figure 7.
The vertical stabilizer stations are reference planes found at right
angles to the centerline of the vertical stabilizer rear spar. The
vertical stabilizer stations are measured from a point that aligns
with WL102.50 and the datum line of the vertical rear spar.
AG - Aircraft General
05 May 2003
Pg AG-8
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

8'10"
(2.69 m)

24'10"
(7.57 m)

96' (29.23 m)
106'8" (32.51 m)

10'1"
6' 8'8" (3.07 m)
(1.83 m) (2.65 m)
76'3"
(23.25 m)
5'
(1.52 m)
33'8"
(10.28 m)

24'7"
(7.51 m)

110'4" (33.6 m)
119'4" (36.4 m)
28'
(8.53 m)

CR7/AG-00-00-0031/CGM

FIGURE 3 - AIRCRAFT DIMENSIONS

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-9
 FS144.00

MHB
FLIGHT

CR9/AG-00-00-0001/CGM
WL79.50
COMPARTMENT

FS280.00
FS295.00
FS310.00
FS319.70
FS333.00
FS349.00
FS364.00
FS379.00
FS394.00
BARREL

FS409.00
TRANSITION

FS421.00

FOR TRAINING PURPOSES ONLY

FS437.00
FS453.00

WL72.50
FS469.00 FS477.00
FS477.40
FS485.00
FS501.00
FS517.00
FS533.00
FS549.00
FS565.00
FS581.00
FS597.00
FS613.00
FS629.00

WL97.50
FS645.00
FS661.00
FS661.00 + 8.40
FS661.00 + 16.00
FORWARD BARREL

FS661.00 + 32.00
FS661.00 + 46.00
FS661.00 + 62.00
FS661.00 + 74.00
FS661.00 + 90.00 FS669.40
FS677.00
CENTER FUSELAGE

FS693.00
FS708.00
FS720.85
FS732.50
FS744.15
FS752.50

FUSELAGE
FS761.85
FS773.50
FS785.15
FS797.00
FS813.70
CENTER BARREL

FS830.40
FS847.00
FS847.00 + 8.40
FS847.00 + 16.00
FS847.00 + 32.00
FS847.00 + 48.00
FS847.00 + 62.00 FS855.40
FS849.00 FS865.00
FS881.00
FS897.70

FIGURE 5 - FUSELAGE STATIONS CRJ900

FS913.00
FS927.00
AFT BARREL

FS942.00
FS954.00
FS969.00
FS977.00
FS985.00
FS1000.00
FS1015.00
FS1031.00
FS1047.00 FS1051.30
FS1069.75
FS1088.20
FS1098.20
FS1108.00
FS1126.00
FS1144.00
FS1162.00
REAR FUSELAGE

FS1181.00
RE
VE AR
ST R T SP
AB ICA AR
IL L
IZ
TAIL

TAIL CONE

BUTT STRAP JOINTS

CONE

ER
AG - Aircraft General

Pg AG-11
05 May 2003
AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL
AIRCRAFT ZONES • Horizontal stabilizer and elevator: Inboard to outboard, front to
rear
Refer to Figure 8 and Figure 9.
• Vertical stabilizer and rudder: Root to the tip
Zoning data is provided to facilitate maintenance and planning,
and for the location of work areas and components. The aircraft • Fuselage: Front to rear and away from the floor line
is divided into eight major zones numbering from 100 to 800.
ACCESS PANEL IDENTIFICATION
• 100 - Lower half of the fuselage
Access doors and panels have a five-element alphanumeric
• 200 -Upper half of the fuselage
code. The code has three parts:
• 300 - Empennage
• The first three digits: The major zone, subzone and zone
• 400 - Power plants, nacelles and pylons
• The fourth digit: is a letter that identifies each access panel or
• 500 - Left wing door within the zone. If there is more than one panel or door,
• 600 - Right wing the letters increase from inboard to outboard, bottom to top and
front to rear
• 700 - Landing gear and landing gear doors
• The fifth digit: is a letter that provides more detail of the location
• 800 - Flight compartment, passenger compartment, cargo, of an access door or panel. The letters are:
avionics bay and aft equipment compartment doors
• T = top
ZONE CLASSIFICATION • B = bottom
The eight major zones have subzones and the subzones have • L = left
zones. A three-digit number defines the major zones, subzones
• R = right
and zones:
• Z = internal
• Major zone: The first digit is a number from 1 to 8 with two
zeros after it
• Subzone: The second digit is a number from 1 to 9 and the
third digit is a zero
• Zone: The third digit is a number from 1 to 9 and represents a
component or group of components in a subzone
This is the number sequence for the zones and subzones:
• Wings: Inboard to outboard, front to rear

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-14
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

AERODYNAMIC FAIRINGS

INTRODUCTION DORSAL STRAKE

(CRJ 700 only)
The aerodynamic fairings on the aircraft provide a smooth flowing
surface for areas of the aircraft to reduce drag.

GENERAL DESCRIPTION
Refer to Figure 10, Figure 11, and Figure 12.
The aerodynamic fairings are manufactured from composite
materials to reduce weight. The materials include kevlar, carbon
fiber, graphite fiber or honeycomb material.

TRAINING INFORMATION POINTS

• Use protective equipment when drilling or sanding composite
materials. The dust produced can cause skin and/or respiratory
irritation when inhaled
• Avoid breathing of chemical fumes when mixing adhesives,
resins or solvents
• Do not use power tools to remove finishes
• All composite work is to be carried out in accordance with
specified requirements. This is especially critical when working
with the radome
• Before commencing paint stripping, ensure that the composite
panels are removed or protected against the chemicals being
used
CR7/AG-53-80-0003/CGM

FIGURE 10 - WING TO FUSELAGE FAIRINGS

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-18
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

AFT
FAIRINGS

VENTRAL FINS
(CRJ 900 only)

UNDERWING
FAIRINGS
WING TO
FUSELAGE
FAIRINGS

WING
REAR
SPAR

WING
FORWARD LEADING
FAIRINGS EDGE
CR7/AG-53-80-0002/CGM

FIGURE 11 - UNDERWING AERODYNAMIC FAIRINGS

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-19
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

EXHAUST CONE
ASSEMBLY
RUDDER
FAIRING
UPPER CHANNEL
STRUCTURE
ASSEMBLY

LOUVERED
VENT

FORWARD
FIREWALL AFT STRUCTURE
ASSEMBLY ASSEMBLY

LEFT HINGED
DOOR ASSEMBLY
(361AB)
FORWARD
LOWER SKIN
ACCESS PANEL
(362AR)

FORWARD
LOWER PANEL
ASSEMBLY

CR/AG-53-80-0007/CGM

FIGURE 12 - TAIL CONE FAIRINGS

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-20
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

INSTRUMENT AND CONTROL PANELS

OVERHEAD
PANEL
GLARESHIELD CENTER
INSTRUMENT
PILOT'S PANEL
INSTRUMENT COPILOT'S
INTRODUCTION PANEL INSTRUMENT
PANEL

The flight compartment is designed for two crew members and

COPILOT'S
has the provision for a third crew member as an observer. PILOT'S SIDE
SIDE PANEL
PANEL
GENERAL DESCRIPTION
Refer to Figure 13.
The major control panels in the flight compartment include:
• Crew instrument panels
PILOT'S
• Center instrument panel SIDE COPILOT'S
CONSOLE SIDE
• Overhead panel CONSOLE
CENTER
• Center pedestal panel CR7/31-10-00-0001/CGM PEDESTAL

• Pilot and co-pilot side panels FIGURE 13 - FLIGHT COMPARTMENT PANELS

• Glareshield panel
• Pilot and co-pilot side consoles

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-22

PILOT AND CO-PILOT INSTRUMENT PANELS
Refer to Figure 14.
The pilot’s and copilot’s instrument panels are installed to the left
and right side of the center instrument panel. Each of the crew
instrument panels include two electronic flight displays (EFDs),
used for the electronic flight instrument system (EFIS). One
display is used as a primary flight display and the other as a
multifunction flight display. A cockpit voice recorder control unit is
located on the pilot’s instrument panel.
CENTER INSTRUMENT PANELS
The center instrument panel is installed forward of and above the
center pedestal. The panel includes two EFDs, used for the
engine indication and crew alerting system (EICAS). The left EFD
is the primary display, used for engine indications and system
messages. The right EFD is the secondary display, used to
provide information on system operation including synoptic
pages and messages. An integrated standby instrument (ISI) is
installed between the left and right EICAS displays.
OVERHEAD PANEL
Refer to Figure 15.
The overhead panel is installed above and aft of the windshield. It
contains the controls for many of the aircraft’s systems.
CENTER PEDESTAL
Refer to Figure 16 and Figure 17.
The centre pedestal is comprised of forward and aft pedestal
sections. The forward pedestal section has the controls for
landing gear, FMS, spoilers, throttles and flight control
disconnects. The aft pedestal section includes controls for aircraft
FOR TRAINING PURPOSES ONLY
AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL
trim, parking brake, EICAS control, panel lights, alternate gear
extension, cargo fideex control, and ADG manual deploy and
test.
SIDE PANELS
Refer to Figure 18.
The pilot and co-pilot side panels provide the crew with the
controls for the navigation displays as well as display format
control. Miscellaneous controls and services are available on
both panels with the exception of the nosewheel steering switch,
installed on the pilot’s side panel.
GLARESHIELD CONTROL PANEL
Refer to Figure 19.
The glareshield provides protection against glare on the main
instrument panels. The glareshield contains system warning and
operational switch/ lights as well as the flight control panel.
SIDE CONSOLES
Refer to Figure 20.
The side consoles are located outboard of the pilot and copilot.
Each console contains an oxygen mask and stowage box. The
pilot’s side console includes a steering handwheel control
module. The co-pilot’s side console includes the audio warning
panel.
CIRCUIT BREAKER PANELS
Refer to Figure 21 and Figure 22.
Two circuit breaker panels (CBP) are installed on the aft
bulkhead, in the flight compartment. CBP no.1 and CBP-2 are
installed behind pilot and co-pilot respectively.
AG - Aircraft General
05 May 2003
Pg AG-23
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

1. EFIS Primary Flight Display

2. EFIS Multifunction Display
3.Cockpit Voice Recorder
4. EICAS Primary Display
5. EICAS Secondary Display
6. Integrated Standby Instrument

4 5
6

1
1
BRT

92. 0 9 2.0
TA KEO FF CONFIG O K FLT NO.
92.0 92.0 R REV ARMED
L REV A RME D AIL -TRIM- STAB
NO S MO KING
NU
N1 S EAT BEL TS
TO

6.2
800 800 STD

M.47 ILS 1013 hPa LWD RWD ND

I TT 240 900
5000 RUDDER 5000
NL NR
89.5 89.5
+ 220 20 800

2 10
300 200 700 2
300
N2 GEAR
60 10 1
180 600 OXY 1850 60
200 2 050 FF (PPH) 20 50 DN DN DN 10
APU C TEMP 0 10 1
200
97 OI L TEMP 96 500 C ALT 0
56
160
29.92 in 100 450
40 56 OI L PRESS SLATS 25 FL APS 20 RATE 0 40
100 CAGE BARO 100
VT 180
P 0.0
0.6 F 0.6 LDG ELEV 100 VT 180
V2 142 10 000
A
V2 142
N
FUEL QTY (L BS)
RPM EGT BRAKE TEMP 10 000
VR 131 600 0 6 000 VR 131
1 000
V1 126 VIB TOTAL FUE L 13 000 DOOR OPEN 01 01 01 01 V1 126
40 0 FT 29.92 IN 0 FT 29.92 IN
40
V2 142 V2 142
24 4 24
FMS 1 2 FMS 1 2
4
CRS 243 CRS 243
13.0 NM 13.0 NM
YUL 0.0 YUL 0.0

1 2 4 1 2 4

2 2
COCKPIT VOICE
RECORDER

H O LD
5 S EC

HEADSET ERASE
T EST

Items 1,2,4 and 5 are shown in their default operation.

These displays can change position if selected or in reversionary mode.

CR7/31-10-00-0002/CGM

FIGURE 14 - INSTRUMENT PANELS

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-24

JACKING
INTRODUCTION
Refer to Figure 23, Figure 24 and Figure 25.
The aircraft can be lifted at the main or nose landing gear, or fully
(with the use of three jacks) at the primary jacking points.
GENERAL DESCRIPTION
Structural points are identified on the aircraft where jacking of the
complete aircraft may be accomplished. To fully jack the aircraft,
three primary jacking points are used. The two wing jacking
points are located at the rear spar (FS819.25/WS111.23). The
nose jacking point is located on the lower fuselage, aft of the
nose landing gear (FS278/BL0.00/WL44.83). The maximum
aircraft jacking weight is 65 700 lb (29 800 kg) (includes fuel in
wings up to this value).
The jacking point for lifting the aircraft at the nose landing gear is
below the nose gear axle. The maximum weight that may be
applied at forward lower fuselage jacking point is 7 980 lb (3 620
kg).
A jacking point is located at each main landing gear below the
main gear axle, for lifting the aircraft. The use of a wheel ramp is
necessary when jacks are not available. The maximum weight
that may be applied on wing structural jacking point is 31 700 lb
(14 380 kg).
FOR TRAINING PURPOSES ONLY
AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL
TRAINING INFORMATION POINTS
• Nylon blanking plugs must be removed from the three primary
jacking points before installing the jacking pads. The plugs are
installed to prevent dirt and water from entering the aircraft
structure at the jacking points. Be sure to reinstall the nylon
plugs after jacking is complete
• Ensure the jacks are aligned correctly below the jacking pads
• Ensure the ground surface is suitable and level when jacking
gear
• Ensure there is sufficient clearance around the aircraft
• Ensure the aircraft is not in a tail-heavy condition
• Carry out full aircraft jacking operation in a closed hangar.
Completing this task outdoors is not recommended
• When jacking the full aircraft, the nose gear must be jacked
first until the airplane is roughly level. Then the main jacks are
put in place and all three jacks can operate together
• Ensure the landing gear lockpins are installed, electrical power
is off and the aircraft is properly grounded
• When the complete aircraft is on jacks, it is in a weight-off-
wheels condition. Obey all the necessary safety precautions
• If the main passenger door is required to be open, support the
door with a suitable stand or with door support cable
• Lock jack extension locknuts when wheels are clear of ground
• Install a tail support stand when jacking the full aircraft
• During aircraft jacking, use of nose ballast assembly is
important as weight substitute if the galley/wardrobe/passenger
seats are removed
AG - Aircraft General
05 May 2003
Pg AG-34
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

JACK
(25 TON CAPACITY)

JACK AXLE BEAM

(25 TON OR
50,000 LBS
CAPACITY)

CR7/AG-07-00-0002/CGM

FIGURE 23 - MAIN GEAR JACKING

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-35
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

JACK
(10 TON OR
20,000 LBS
CAPACITY)
A JACK METHOD

CR7/AG-07-00-0003/CGM

FIGURE 24 - NOSE GEAR JACKING

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-36
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

FS278.00 FS819.25 FS1163.11

WS111.23

JACKING
POINT

JACK
PAD
NYLON
PLUG

CR7/AG-07-00-0001/CGM

FIGURE 25 - FUSELAGE JACKING

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-37

TOWING AND TAXIING
INTRODUCTION
The aircraft can be towed or pushed with a towing tractor when it
is not possible or practical to move the aircraft with its own power.
GENERAL DESCRIPTION
Refer to Figure 27, Figure 28 and Figure 29.
A minimum of two persons are necessary to safely tow the
aircraft. Five persons are required to tow the aircraft in restricted
areas.
The pilot’s seat is the only seat with a steering tiller and must be
occupied for taxiing. The operator maneuvers the aircraft with the
use of the engine power, differential braking and the nosewheel
steering.
TOWING
The aircraft can be pushed or towed with the tow bar connected
to the axle of the nose landing gear (NLG). The steering torque
arms may be connected or disconnected depending on towing
equipment used. The nosewheel steering system switch must be
selected OFF before towing. A tow-barless towing tractor can be
used to tow the CRJ700 aircraft only.
Towing is accomplished by attaching an approved tow bar to the
dedicated points on the NLG axle. A dual pin quick disconnect
mechanism, integral to the upper torque arm, connects the upper
and lower torque arms. The recommended steering angle limit
when towing is 70° either side of center with torque arm
FOR TRAINING PURPOSES ONLY
AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL
connected or disconnected. Disconnection isolates the steering
collar and the steering actuators, preventing damage to the
steering actuator system. When disconnected, the spring-loaded
torque arms separate and rotate into a safe fixed position to
maintain its position clear of the nose wheels and the aft door
during towing. If NLG shock strut is low there is a risk of
interference between the tire and disconnected upper arm.
TAXIING
The aircraft is normally controlled by using nosewheel steering.
The aircraft can also be controlled without the steering system by
the use of differential thrust and braking. The maximum steering
limit when taxiing is 80° either left or right side of center.
TRAINING INFORMATION POINTS
• Ensure all three landing gear mechanical lockpins are installed
• When towing, the aircraft brakes should only be used during
emergency
• When the aircraft is pushed rearward, it is important to control
and stop the motion by the towing vehicle, since use of aircraft
wheel brakes could lift the nose gear off ground
• Ensure steering arm switch is selected OFF before tow bar is
connected to NLG
• Ensure the NLG shock strut is serviceable before towing
• Observe towing speed limitations, especially on ground with
downward slope
• Ensure brake pressure is checked before towing and, if
necessary build up minimum safe pressure
• Towing the aircraft with galleys and/or interiors, or one or both
engines removed could affect the center-of-gravity position.
Ballast weight to be used as substitute before towing aircraft
AG - Aircraft General
05 May 2003
Pg AG-40
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

UPPER
TORQUE LINK

QUICK-
DISCONNECT
HANDLE

LOWER
TORQUE LINK

TOW BARLESS TOWING (CRJ 700 ONLY)

TOW BAR
METAL EYE
TOW BAR
AXLE
ENGAGEMENT
PIN

CR7/AG-09-00-0001/CGM

FIGURE 27 - TOW BAR / TOW-BARLESS TOWING

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-41
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

61 ft
(18.6 m)
52 ft 7 in.
(16.1 m)

65 ft 1 in.
(19.8m)

4 ft 8 in.
(1.4 m)

21 ft 1 in.
NOSE WHEEL ANGLE 70° (6.4 m)
126 ft 5 in.
(38.2 m)

59 ft
(18.1 m)

TURNING
CENTERS

• MAXIMUM TOWING / TURNING

RADIUS WITH TORQUE ARMS CONNECTED
OR DISCONNECTED
• TURNING RADII SHOWN REPRESENTS THE
THEORETICAL GEOMETRIC TURNING CENTERS
• TOWING BASED ON MAXIMUM AIRCRAFT WEIGHT

CR9/AG-09-00-0001/CGM

FIGURE 29 - TURNING RADIUS - CRJ900

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-43

PARKING AND STORAGE
INTRODUCTION
When the aircraft is out of service, either for short term or long
term periods, it should be protected against accidental movement
and exposure to environmental factors.
GENERAL DESCRIPTION
Refer to Figure 30, Figure 31, and Figure 32.
The aircraft can be parked temporarily or for a long period. When
the aircraft is parked temporarily, it is usually for regular
servicing, maintenance or other reasons. Parking an aircraft for
one week or more is almost the same as short-term storage.
However, in this case, no preservation is required.
Carrying out the following safety precautions is recommended:
• Install all ground lockpins (landing gear, ADG)
• Install the wheel chocks
• Release the parking brake
• Set the flight controls to neutral
• Close all access doors/panels
• Set all master switches and controls to “OFF” or neutral state
• Electrically ground the aircraft
• Install all applicable covers and plugs
• Select a hard level ground with the nose pointed into the wind
FOR TRAINING PURPOSES ONLY
AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL
• Disconnect and remove battery if ambient temperatures are
below specified limit
• Preservation of the power plant and APU consists of the
application of certain protective agents to the unit and
associated components to prevent contamination or corrosion
TRAINING INFORMATION POINTS
• Use of dehydrators like silica gel is highly recommended to
keep the cabin, flight compartment, air intake, and avionics bay
dry in humid conditions
• Use humidity indicators and check regularly for color changes
from blue to pink. Pink color indicates high humidity
• Recheck all tape used for sealing, since the tape sometimes
loses its adhesive property due to cold weather
• Ensure lavatory/potable water is drained
• Apply suitable grease to all door seals prior to final closure
• Apply suitable grease to exposed screw jack threads
• Install protective covers on seats
• Cover exposed chromed area of hydraulic jacks and oleos with
suitable grease
• It is a good practice to record the ambient temperature,
humidity, and weather conditions regularly for future reference
and to establish storage conditions
AG - Aircraft General
05 May 2003
Pg AG-44
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

CR7/AG-10-20-0006/CGM

FIGURE 30 - NOSE GEAR LOCKPIN

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-45
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

LOCKPIN

LOCKPIN HOLE

CR7/AG-10-20-0003/CGM

FIGURE 31 - MAIN LANDING GEAR - LOCKPINS

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-46
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

GROUNDING
LUG

GROUNDING
LUG

ALLIGATOR
CLAMP
GROUND STUD
RECEPTACLE
GROUND LUG
(HERE)

GROUND
STUD
CR7/AG-10-20-0002/CGM

FIGURE 32 - AIRCRAFT GROUNDING

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-47
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

COVERS AND PLUGS
INTRODUCTION
Covers and plugs are necessary to keep foreign objects (rain,
ice, snow, dust, birds, insects and other types of contamination)
out of the different openings on the external surfaces of the
aircraft.
• Two ram air turbine (RAT) blade covers
• One auxiliary power unit (APU) surge duct cover
Covers and plugs are necessary to keep foreign objects out of
the different openings on the external surfaces of the aircraft.
They consist of:
• Two air conditioning unit exhaust plugs
• One APU exhaust plug
• Two precooler exhaust (left and right) plugs
• Two air-cooled oil-cooler outlet covers

GENERAL DESCRIPTION TRAINING INFORMATION POINTS

Refer to Figure 34 and Figure 35. • Some covers and plugs include a streamer with a warning tag.
The warning tags have a tendency to swing and rub the skin
The covers and plugs are installed to protect sensitive equipment
surface. Hold the tags in place with adhesive tape
from accidental damage to the aircraft. Covers are also available
for the tires, windshields, probes and engine nacelles to prevent • Ensure the drain holes in some covers are pointed downward
damage caused by weather, fluids and foreign object damage. to allow for water drainage
The covers available for protection are as follows: • Covers and plugs are to be well secured to prevent them from
being blown away during high-wind conditions
• Two power plant (left and right) cover sets
• Ensure all covers and plugs have a warning tag attached to
• One ram air intake plug
streamers
• Two angle-of-attack (AOA) transducer vane covers
• Three pitot head covers
• Two fuel tank vent covers
• One nosewheel cover
• Two ice-detection probe covers
• Two main wheel covers
• Two winglet covers
• One windshield cover

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-50
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

ENGINE
EXHAUST PLUG

FAN BYPASS
SET COVER

ENGINE AIR
INLET PLUG

CR7/AG-10-12-0001CGM

FIGURE 34 - AIRCRAFT PLUGS/COVERS

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-51
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

CR7/AG-10-20-0005/CGM

FIGURE 35 - AIRCRAFT COVERS

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-52

RETURN TO SERVICE
GENERAL DESCRIPTION
A number of cleaning, inspection, replenishment, lubrication and
operational tasks are necessary to return the aircraft to a
serviceable condition following short or long-term storage.
When restoring the aircraft to service following storage it is
necessary to first carry out depreservation procedures on a
number of aircraft systems and components. These include:
• Depreserving systems and components
• Cleaning the aircraft internal and external surfaces
• Lubricating all applicable components
• Performing visual inspections and operational tests
• Carrying out engine depreservation and ground run
Remove all the preservation materials installed during the
preservation procedures.
Clean the internal and external surfaces of the aircraft with an
approved solvent or solution. Remove any tape installed on the
access panels, doors and drain holes.
Lubricate all applicable components following internal and
external surface cleaning.
After the lubrication procedures, it is necessary to perform visual
inspections and operational tests of specified components. Visual
inspections are done to verify the condition and safety of these
components, and to ensure no corrosion or contamination has
occurred during storage. The operational tests are necessary to
ensure that the system components are in serviceable condition.
FOR TRAINING PURPOSES ONLY
AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL
If preservation procedures were carried out on the engines, it is
necessary to remove all the preservation materials installed.
Many visual inspections are also done to make sure no corrosion
or contamination has occurred during storage. Before the aircraft
is prepared for operation, it is necessary to do a ground run to
ensure that the engines are in serviceable condition.
TRAINING INFORMATION POINTS
• It is recommended to move the aircraft to a closed hangar to
perform the depreservation procedures
• If necessary, depending upon the length of storage, it may be
required to carry out landing gear swings and flight test as part
of operational test
• It is highly recommended to take fuel samples from fuel tanks
for laboratory test to check for water and bacterial growth
contamination. This also provides signs of fuel tank condition
• Look for signs of foreign matter including bird nests, beehives
especially at flight control hinge areas, drain holes and air
intakes as well as other critical areas
AG - Aircraft General
05 May 2003
Pg AG-54
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

SERVICING surfaces and corrosion of the polished surfaces. Areas that

require attention during cleaning include:
• Aircraft exterior including exterior light covers
• Aircraft interior surfaces and furnishings including floor
coverings and toilet enclosure
GENERAL DESCRIPTION
• Flight deck windshields, side windows and passenger windows
Refer to Figure 36 and Figure 37.
Typical aircraft servicing includes general replenishing of LUBRICATION
consumables as well as scheduled and unscheduled servicing. Mechanical components require regular lubrication to ensure
proper operation and to prevent corrosion. Lubricants that are
REPLENISHING used include grease, aerosol lubricants, dry lubricant and silicone
Replenishing the aircraft includes the resupply of materials and compounds. Lubricants may be applied by grease gun, oilcan,
fluids required for the normal operation of the following aircraft aerosol spray, brush or by hand.
systems and components including servicing or replenishing the: Areas of the aircraft requiring regular lubrication include:
• Fuel system • Nose landing gear and NLG doors
• Hydraulic system or other systems that use hydraulic fluid • Main landing gear and MLG doors
• Crew oxygen system • Overwing emergency exits
• Oil systems • Baggage compartment door
• Water/ waste systems • Passenger door
• Horizontal stabilizer trim actuator
SCHEDULED SERVICING
• Flap and slat components
Scheduled servicing procedures include those tasks included in
the preventive maintenance schedule of the aircraft. Scheduled • Air-driven generator
servicing procedures include cleaning and lubrication

AIRCRAFT CLEANING
The interior and exterior of the aircraft must be cleaned frequently
to prevent deterioration. The exterior of the aircraft must be
washed and polished to prevent deterioration of the painted

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-56
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

OXYGEN
REFILL
FORWARD ADG PUMP
POTABLE
REFUEL / DEFUEL WATER
CONTROL PANEL

ADG
SINGLE-POINT GROUND
REFUEL/DEFUEL POWER
EXTERNAL
SERVICES
FORWARD
GROUND AIR LAVATORY
CONDITIONING AIR WASTE DRAIN

#3 HYDRAULIC
APU SYSTEM
OVERWING GRAVITY
AFT LAVATORY FUEL FILLER
#1 & #2
WASTE DRAIN
HYDRAULIC
SYSTEMS
ENGINE START
HIGH-PRESSURE AIR

LAVATORY
POTABLE WATER

OVERWING GRAVITY
FUEL FILLER

BRAKE
ACCUMULATORS

CR7/52-45-00-0001/CGM

FIGURE 36 - SERVICING PANELS

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-57

UNSCHEDULED SERVICING
Unscheduled servicing includes the following procedures:
• Cold weather parking
• Snow removal
• Aircraft deicing/anti-icing standard practices
COLD WEATHER PARKING
Special precautions must be taken when the aircraft is parked in
an open area during cold weather. In cases where the aircraft is
parked for more than seven days in cold weather, additional
precautions must be taken.
SNOW REMOVAL
Accumulated snow must be removed from the aircraft structure
and surrounding area when:
• The depth of the snow is more than the permitted limits on the
aircraft wings, horizontal stabilizer or fuselage
• Higher than usual temperatures cause freezing rain or melted
snow
• The depth of the snow below and around the aircraft prevents
the regular inspection of the aircraft. Removal of the snow is
also necessary before it is possible to move the aircraft
AIRCRAFT DEICING/ANTI-ICING STANDARD PRACTICES
Industry and regulatory agencies issue information, precautions
and standard practices to prevent snow, ice, and frost
accumulating on the aircraft. The operator must use the correct
procedures for the weather conditions that occur. This includes
deicing and anti-icing.
FOR TRAINING PURPOSES ONLY
AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL
Aircraft deicing is carried out to remove frost, ice or snow that
collects on the aircraft surfaces.
Aircraft anti-icing is carried out using an anti-icing fluid mixture
applied to the aircraft surfaces to ensure that the ice, snow or
frost does not collect on the aircraft surfaces.
TRAINING INFORMATION POINTS
• Never use a dry cloth or shop rag on a dry window. Always use
approved window cleaning solution and methods
• Never use the same rag that was used to remove the excess
lubricants to clean the windows
• Before applying any lubricants, ensure the surface is free of all
dirt and moisture
• Use only approved materials for servicing
• Remove any excess lubricant after servicing
• If any fluid lines are disturbed, be sure to carry out a leak check
• Use only correct fluid specified for the system. Beware of
intermixing of fluids in fluid dispensers
• During lubrication, the aircraft must be in an area free of sand,
dirt and dust to avoid contamination or incorrect servicing
• Static grounding of aircraft during servicing reduces the risk of
explosions caused by electric arcs from static electricity,
lightning or stray currents
• When working with dimensions, volumes, pressures,
temperature, density, etc., the interpretation of correct units is
very important. Always refer to conversion tables when in doubt
• Observe safety precautions while carrying out deicing with the
APU air intake door open. If the APU is in operation, the entry
of deicing fluid may cause the APU to shut down or possible
cabin contamination
AG - Aircraft General
05 May 2003
Pg AG-58
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

L. No. 3 hyd. sys. acc. charging pt., press. gauge & reservoir filler conn.
Located on the lower side M. AFT toilet servicing
Located on the upper side N. Engine oil storage tank
A. Brake acc. charge O. IDG oil servicing
B. AC external power P. No. 2 hydraulic system accumulator / fill point
C. Ground crew service panel with interphone Q. No. 1 hydraulic system accumulator & rear interphone / fill point
D. ADG oil servicing R. H.P. ground air servicing
E. NLG tire/oleo servicing/lubrication S. APU servicing
F. Oxygen system charging valve & gauge T. Tail bumper servicing
G. Potable Water servicing U. Horizontal stab. trim actuator oil servicing
H. Press. refuel/defuel panel & adapter V. Wing grounding points
I. MLG tire/oleo servicing/lubrication W. Forward toilet servicing (optional)
J. Fuel tank water drain (typical) X. L.P. air conditioning connection
K. Overwing gravity fuel filler Y. Single point oil replenishment system

CR7/AG-12-20-0001/CGM

FIGURE 37 - AIRCRAFT SERVICING

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-59
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

AIRBORNE AUXILIARY POWER UNIT

INTRODUCTION
The aircraft is provided with a Honeywell model RE220 (RJ)
single-shaft, constant-speed gas turbine engine which serves as
the Auxiliary Power Unit (APU). The primary function of the APU
is to generate shaft power to drive the gearbox-mounted 40 kva
AC generator. The secondary function is to provide compressor
bleed air to operate the environmental control system (ECS) and
assist in main engine starting (MES).

GENERAL DESCRIPTION
Refer to Figure 1, Figure 2, and Figure 3.
The APU is located in the tailcone of the aircraft, enclosed in a
fire-resistant compartment. It is mounted on a canted bulkhead
which is part of the vertical stabilizer rear spar. The exhaust
discharge duct is in the aft section of the tailcone.
Access to the APU for inspection, maintenance and servicing is
made available by two clamshell-type doors, hinged on the upper
left and right sides of the lower fuselage. The doors are fastened
together at the bottom edge.

CR7/49-10-00-0004/CGM

FIGURE 1 - APU INSTALLATION

49 - Auxiliary Power Unit

15 January 2003
FOR TRAINING PURPOSES ONLY Pg 49-2

POWER PLANT
INTRODUCTION
Propulsion is provided by two advanced technology, tail-
mounted, General Electric model CF34-8C powerplants.
In addition to providing propulsion, the powerplant also provides
bleed air for the pneumatic, anti-ice and air conditioning systems
as well as mechanical drive for all the components mounted on
the engine’s accessory gearbox (AGB).
GENERAL DESCRIPTION
Refer to Figure 1.
The CF34-8C series engine is a high-bypass, turbofan engine.
The twin-spool engine has a single-stage front fan (N1) with a 10-
stage axial flow compressor with some variable stators. The
combustor is a straight-flow, full-annular type with low-pressure
(LP) vaporized fuel admission. The high-pressure (HP) turbine
has two air cooled axial stages. The low-pressure turbine has
four uncooled axial stages and drives the fan through a
concentric shaft, passing forward inside the high-pressure rotor
shaft.
The engine is constructed of five modules with a dual-rotor, non
augmented front fan (N1) and compressor rotor (N2). Most of the
engine thrust is produced by the fan section of the engine. The
N1 rotor shaft consists of a single-stage LP front fan connected to
four stage LP turbines. The N2 compressor is connected through
a HP shaft to the HP turbines. The N2 also drives the accessory
gearbox (AGB) during normal operation.
FOR TRAINING PURPOSES ONLY
AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL
All airflow drawn into the engine passes through a single-stage
fan case, accelerated rearward and divided concentrically into
two flows, bypass secondary (cold) airflow and core primary (hot)
airflow. The cold airflow passes through the single stage fan
outlet guide vanes (OGV’s) or stators and ducted around the
engine to produce approximately 80 percent of the total engine
thrust. Some of the fan air enters the high-pressure (HP)
compressor inlet and passes through the HP compressor where
it is compressed and supplied to the annular combustion
chamber for burning. The combustion chamber has 18 air inlet
and swirler assemblies where some of HP compressor discharge
air flows. Eighteen fuel injectors are installed in these inlets to
provide fuel for combustion during starting and for continuous
operation.
The remainder of the HP compressor discharge airflow is used
for cooling, sump pressurization and bleed air for airframe
services. Parasitic airflow enters the combustion chamber
through holes to provide cooling by dilution. Ignition of the fuel/air
mixture in the combustion chamber during start is provided by
one of the two igniter plugs installed in the combustion chamber.
The high-velocity combustion gases leaving the combustion
chamber drives the HP turbines and HP rotor (N2) shaft, the LP
turbines and LP rotor (N1) shaft. The gases leaving the exhaust
nozzle provide the remaining engine thrust.
71 - Power Plant
15 January 2003
Pg 71-2
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

CONCENTRIC
SHAFT
TRANS
4th-STAGE 6th-STAGE FAN
FAN COWL
NOSE BLEED BLEED EXHAUST
INLET COWL COWL

FORWARD
CORE COWL
AFT CORE
COWL
PRIMARY
EXHAUST NOZZLE

CENTERBODY

LP TURBINE
SECTION
HP TURBINE
SECTION

COMPRESSOR
FAN SECTION
POWER TAKEOFF COMBUSTOR CORE
FADEC SECTION
ASSEMBLY/UNIT ACCESSORY SECTION COMPARTMENT
FAN GEARBOX
COMPARTMENT
REVERSER
COMPARTMENT
CR7/71-00-00-0001/CGM

FIGURE 1 - POWER PLANT - CROSS SECTION (CRJ 700/900)

71 - Power Plant
15 January 2003
FOR TRAINING PURPOSES ONLY Pg 71-3

ENGINE DIMENSIONS AND WEIGHT (BOTH MODELS)
Fan diameter
Maximum diameter
Length
CF34-8C1 (CRJ700)
Engine dry weight (approx.)
Thrust to weight ratio
CF34-8C5 (CRJ900)
Engine dry weight (approx.)
Thrust to weight ratio
SPECIFIC FUEL CONSUMPTION (LB/HR/LB of NET THRUST)
Sea level standard MAX
POWER (Takeoff with
APR)
Max cruise at FL370/M0.8
OIL CONSUMPTION LIMITS (US GAL/HR)
Max limit
FOR TRAINING PURPOSES ONLY
46.2 inches (1 173.5 mm)
52 inches (1 321 mm)
128 inches (3 251.2 mm)
2 387 lbs. (1 082.7 kg)
5.9:1
2 470 lbs. (1 120.4 kg)
5.8:1
0.385 (APR is automatic power
reserve with one engine inopera-
tive)
0.665 (Both engines)
0.05 (189 cc/hr or 3.15 cc/min)
AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL
TRAINING INFORMATION POINTS
• Observe caution and do not walk close to the front or rear of an
operating engine. Follow safety corridors at all times when
approaching an operating engine
• Before attempting to start, operate the engine or any system
make sure you are fully conversant with all current operational
and safety procedures
• After engine has shut down and has cooled sufficiently, install
engine inlet and exhaust covers to prevent FOD and
unnecessary compressor windmilling, especially under high
wind conditions
• The engine is designated ‘L’ for left and ‘R’ for right for all
EICAS messages. Follow recommended action if they are
displayed during ground or flight operation
• Use the correct engine sling and follow procedures as per
AMM when replacing engine to prevent undue stress on
engine, pylon structure and engine mounts
• When transporting engine use proper engine stand or shipping
dolly to make sure no damage occurs to the engine. Refer to
Figure 3
71 - Power Plant
15 January 2003
Pg 71-6
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL
EXHAUST NOZZLE
Refer to Figure 11 and Figure 12.
The exhaust system removes the exhaust gases from the engine
MAXIMUM THRUST
and consists of an exhaust nozzle area formed by secondary fan
IDLE THRUST
exhaust, and primary core exhaust. The exhaust nozzle controls
the direction of exhaust gases and smoothly discharges it into the
atmosphere.
The fan exhaust is formed by fan reverser transcowl exit plane
and the core cowl. The core exhaust is formed by the primary
nozzle and centerbody. The design of the exhaust system assists
in minimizing noise. 165 KPH
(103 MPH)
878 KPH
The primary nozzle consists of hot combustion gases, exiting the (546 MPH)

low-pressure turbine at high velocity. Manufactured from nickel 55 KPH

steel, it has an attachment flange, with increased strength, (34 MPH)

welded to its forward end. The exhaust nozzle is attached to the

engine LP turbine, rear flange A8 by eighteen bolts, nuts and 220 KPH
(137 MPH)
washers. The exhaust nozzle has standoffs which provide 32 KPH
(20 MPH)
support to the aft core cowl. The exhaust nozzle is common to
either left or right engine installation.Partial engine bypass air is
directed between the exhaust nozzle and the internal surface of
the aft core cowl. This design also gives an increase in thrust as it 110 KPH
(68 MPH)
exits, and helps to maintain satisfactory exhaust nozzle assembly
temperatures.
The high-velocity, high-temperature, and toxicity of the
discharged exhaust gases make them dangerous. Jet wakes in
the exhaust area can be greater than 56 kph (35 mph) at 160 ft
aft of the exhaust nozzle. Entry corridors and hazard areas are
shown for personnel guidance when approaching an operating
engine mainly at idle power. CR7/71-00-00-0026/CGM

FIGURE 11 - ENGINE DANGER AREAS

71 - Power Plant
BY 15 January
: ENG. M.2003
RASOOL
FOR TRAINING PURPOSES ONLY Pg 71-22
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL
COWLING the lower position of the opposite engine. The same applies for
the lower cowls.
The engine cowling and nacelle system consists of:
• Inlet cowl assembly
GENERAL DESCRIPTION • Fan cowl doors

Refer to Figure 4. • Forward core cowl

The nacelle has several sections called cowls. The cowls attach • Aft core cowl
together around the engine to form an aerodynamically efficient • Transcowl (Thrust reverser assembly)
nacelle structure. The nacelle provides smooth surface around • Exhaust nozzle
the engine to reduce drag, directs airflow for proper powerplant
operation and provides support functions such as fire protection,
overpressure protection and drainage. The nacelle and engine
components are bonded together and to the pylon structure to
protect against the harmful effects of lightning, etc.
The airflow entering the inlet cowl divides into the engine
compressor and the fan bypass duct. The nacelle also provides
positive pressure relief for core zone, cooling airflow for
integrated drive generator (IDG) oil supply and has an engine
drain outlet.
The cowls can be manually opened to access engine
components or for maintenance tasks. The nacelle cowling is
also provided with quick access panels for removal, installation
and inspection of engine components.
The inlet cowl and the aft core cowl are attached to the engine
with bolts. The fan cowl doors, transcowls and forward core cowl
are counterbalanced, attached to the pylons with hinges and can
be opened or closed by a single operator. The cowls can be
opened during engine removal and remain with the airframe after
the engine is removed. The upper fan cowl door, transcowl and
forward core cowl on one side of the aircraft can be installed in

71 - Power Plant
15 January 2003
FOR TRAINING PURPOSES ONLY Pg 71-8
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

TRANSCOWL
HOLD-OPEN HOLD-OPEN
STRUT STRUT
FAN COWL
DOORS
FADEC
ACCESS
PANEL

INLET COWL
ASSEMBLY
V-GROOVE

AFT CORE COWL

FORWARD CORE
COWL ASSEMBLY
HOLD-OPEN
CABLE
HOLD-OPEN
STRUT
HOLD-OPEN
STRUT
FULLY V-BLADE
OPEN EXHAUST
NOZZLE
MAXIMUM WEIGHT
ON OPEN COWL
250 LBS / 113 KG

JUST PARTIALLY
OPENED OPEN

CR7/71-10-00-0002/CGM

FIGURE 4 - ENGINE COWLING

71 - Power Plant
15 January 2003
FOR TRAINING PURPOSES ONLY Pg 71-9
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

THIS PAGE IS INTENTIONALLY LEFT BLANK

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-55
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

THIS PAGE IS INTENTIONALLY LEFT BLANK

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-55
 AIRFRAME/ENGINE MAINTENANCE TRAINING MANUAL

THIS PAGE IS INTENTIONALLY LEFT BLANK

AG - Aircraft General
05 May 2003
FOR TRAINING PURPOSES ONLY Pg AG-55