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The Bombardier CRJ100 and CRJ200 (formerly known as the Canadair CRJ100 and CRJ200) are a family of regional airlinersdesigned and manufactured by Bombardier. The CRJ had the distinction of marking Canada's entry into the civil jet industry.


It was based on the Canadair Challenger business jet. An initial effort to produce an enlarged 36-seat version of the aircraft, known as the Challenger 610E, was terminated during 1981. Shortly after Canadair's privatisation and sale to Bombardier, work on a stretched derivative was reinvigorated; during early 1989, the Canadair Regional Jet program was formally launched. On 10 May 1991, the first of three CRJ100 prototypes conducted its maiden flight. The type first entered service during the following year with its launch customer, German airline Lufthansa.

The initial variant, the CRJ100, was soon joined by another model, designated as the CRJ200. It was largely identical to the CRJ100, except for the installation of more efficient turbofan engines, which gave the aircraft lower fuel consumption, increased cruise altitude and cruise speed.During the 1990s, various additional versions and models of the type were developed and put into service. During the late 1990s, a substantially enlarged derivative of the airliner, referred to as the CRJ700, was developed; it was soon joined by the even larger CRJ900 and CRJ1000. During 2006, production of both the CRJ100 and CRJ200 came to an end; the majority of produced airliners have remained in revenue service to date. Additionally, several airlines have modernised their fleets to support extended service.

The CRJ family has its origins in the design of the earlier Canadair Challenger business jet. During the late 1970s, the relatively wide fuselage of the Challenger, which could comfortably seat a pair of passengers on each side of a central aisle, was observed by some Canadair officials to suggest that it would be somewhat straightforward to produce a stretch of the aircraft for the purpose of accommodating more seats. Accordingly, during 1980, the company publicised its proposal for an expanded model of the aircraft, designated as the Challenger 610E, which would have had seating for an additional 24 passengers. However, such a lengthening did not occur as a result of work on the programme being terminated during the following year.

Despite the cancellation of the 610E, neither the concept or general interest in the development of an enlarged derivative had disappeared. During 1987, the year following Canadair's sale to Bombardier, design studies commenced into options for producing a substantially more ambitious stretched configuration of the Challenger. During the spring of 1989, these investigations directly led to the formal launch of the Canadair Regional Jet program; it had been decided to retain the "Canadair" name despite the firm's purchase by Bombardier. The programme was launched with the aim of selling at least 400 aircraft.

The Regional Jet program benefitted from the support of the Canadian government.Reportedly, the break even point for the type was considered to be relatively low amongst its contemporaries; it has been speculated that the bankruptcy and purchase of Learjet by Bombardier during 1990 had allowed for the development costs of the Challenger to be written off, which in turn had the impact of substantially lowering the cost of the Regional Jet program. In addition, the projected operating costs of the budding airliner was lower than some of its turboprop-powered rivals, including the Fokker 50, the ATR-42, and the Bombardier Dash 8-300.

On 10 May 1991, the first of three development aircraft for the initial CRJ100 variant performed its first flight from Montréal–Mirabel International Airport. During the following year, the type was awarded airworthiness certification; on 29 October 1992, initial deliveries to customers occurred later on that year. On 26 July 1993, the first prototype (C-FCRJ) was lost in a spin mishap near the Bombardier test center in Wichita, Kansas.




Flight Crew 2
Cabin Crew 1
Passengers 50


Number Two General Electric CF34-3B1 turbofans
Thrust 8,729 pounds (38.83 kN) thrust at take-off
Flat rating
- standard
- optional
9,220 pounds (41.01 kN) thrust APR*
73° F (ISA+8°C)
86° F (ISA+15°C)
* Uninstalled


Collins Pro Line 4 six-tube EFIS
Two-screen EICAS
Dual attitude heading reference systems (AHRS)
Traffic alert and collision avoidance system (TCAS)
Collins digital weather radar



Length overall 87 ft 10 in 26.77 m
Wingspan 69 ft 7 in 21.21 m
Wing area (net) 520.4 ft2 48.35 m2
Height overall 20 ft 5 in 6.22 m
Fuselage maximum diameter 8 ft 10 in 2.69 m
Turning Circle 75 ft 22.86 m


Cabin length (excluding cockpit) 40 ft 6 in 12.34 m
Cabin maximum width (centreline) 8 ft 4 in 2.53 m
Cabin width (floor level) 7 ft 2 in 2.18 m
Maximum height 6 ft 1 in 1.85 m
Cabin floor area (excluding cockpit) 290.25 ft2 26.97 m2
Cabin volume 1,687 ft3 47.80 m3
Baggage volume (checked and on-board) 473 ft3 13.39 m3

Doors and exits:

Passenger door (LH, fwd)
  Height 5 ft 10 in 1.78 m
  Width 3 ft 0.91 m
  Height to sill 5 ft 4 in 1.61 m
Baggage door (LH, aft)
  Height 2 ft 9 in 0.84 m
  Width 3 ft 7 in 1.09 m
  Height to sill 5 ft 4 in 1.61 m
Service door (RH, fwd)
  Height 4 ft 1.22 m
  Width 2 ft 0.61 m
  Height to sill 5 ft 4 in 1.61 m


Maximum ramp weight (CRJ200 ER) 51,250 lb 23,247 kg
Maximum ramp weight (CRJ200 LR) 53,250 lb 24,154 kg
Maximum take-off weight (CRJ200 ER) 51,000 lb 23,134 kg
Maximum take-off weight (CRJ200 LR) 53,000 lb 24,041 kg
Maximum landing weight 47,000 lb 21,319 kg
Maximum zero fuel weight 44,000 lb 19,958 kg
Operating weight empty 30,900 lb 13,835 kg
Maximum fuel load 14,305 lb 6,489 kg
Maximum payload 13,100 lb 5,942 kg



Maximum range at LRC, 220 lb. pax (100 kg. pax) NM SM KM
CRJ200 ER FAA 121 (50 pax) 1,345 1,548 2,491
CRJ200 LR FAA 121 (50 pax) 1,700 1,956 3,148

  Mach kts. mph km/h
High cruise speed 0.81 464 534 860
Normal cruise speed 0.74 424 488 786

Airfield Performance


FAR take-off field length (SL, ISA) at MTOW 5,800 ft 1,768 m
FAR 121 landing field length (SL) at MLW 4,850 ft 1,479 m

FAR take-off field length (SL, ISA) at MTOW 6,290 ft 1,918 m
FAR landing field length (SL) at MLW 4,850 ft 1,479 m
Fuel consumption per hour (cruise average) 325 U.S. gal/
271 Imp. gal
1,230 L

Maximum operating altitude 41,000 ft  12,496 m

Noise Level:


FAR 36
Approach 92.1 98
Sideline 82.4 94