ae = ~~ OWNER’S & OPERATOR’S GUIDE: CR} FAMILY 5 ~ ad = = i E a Dass em ee) \ = Coeur y TU Clr iv) Maintenancetfialysis & budget, page 18.10 | AIRCRAFT OPERATOR'S & OWNER’S GUIDE CRJ family specifications There are four main variants and a large number of sub-variants of the CR) family. Their specifications are analysed. hhe Canadair Regional Jet (CRI) s developed inthe early 1990s by Bombardier of Canada. The CRI family is one of the most numerous regional jets (RIS), with more than 1,500 ia service ‘The CRI-200, based on the original CRJ-100 variant, but with improved ‘engines, represents about half the CRI ‘oot, The stretched variants, the CRI- 700, CRI-900 and the CRI-1000, have also sold well. Production of the CRJ- 100/-200 has now ceased ‘Typical seat numbers for the CRI family are: 50 for the CRI-100 and CRI- 200; 70 for the CRJ-700 (although it can be configured up to 78 seats) and 88 (or "up 0 90) for the CRJ-900. The latest variant, the CRJ-1000, seats 100, The larger variants fill the gap between the older S0-seat Rls and larger airliners produced by Airbus and Boeing. Engines All modes ofthe CRY are powered by the General Flectric (GE) CF34 engine ‘Although the CF34 has Kept its original designation, later model are different from early variants, The CF34-3A1 powered theirs CRI-100s. Then the improved CF34-3B1 helped the CRJ-200 Become the mainstay ofthe market. “The CRI-1001-200 (and CRI-440) are powered by the CF34-3A-3B1 and 31 npins. The ICS sores engines hat bow powering the CRIT, the CRI-900 and the CRI-1000 since 2005. These CF34 ‘ariant range in thrust rating from 8:725bs to 13,630Ibs fe table, page 1 “The-8C1 serie entered service in 2001 on the CRI-700, andi slighty large witha 52inch diameter fn compared with 49inch fan on the alee model, Varioinimprovewenta have ben made to overcome the engines inservice shortcomings (see CRI maintenance anys budget, page 18) Following problems with the-8C1, GE inteodced an upgrade package (0 improve the hot tion, This is supplied ina Ktof pata. The pars repland Inclode stators, rotore and life tmited turbine (HPT). The kit for all parts costs ‘more than $1.0 million, and has to be bought by the operator The upgrade is made at the engine's first shop visit, and ‘more than 70% of the C1 feet has been modified “The improved -SCS first entered service on the CRI-900, Various ‘improvements have been made to the CF34 to coincide with the development ‘of the CRI-1000. These improvements will also benefit the CRJ-700 and CRJ- 900 models Current production CRI Series aircraft are ited with Rockwell Collins ProLine 4 glass integrated cockpit avionics, which means that all variants hhave the same pilot type rating. The Flight Dynamics HGS 4200 head-up guidance system was certified for the ‘CRI7O0 in September 2002, allowing CAT If approach and landing down to 200m runway visual range (RVR), and lowerthan-standard CAT I approaches down to 450m (RVR), — CRJ-100/CRJ-200 ‘The CRI-100 programme was launched in March 1989, and the frst aircraft was delivered to Lufthansa CityLine in October 1992. The frst ight ‘of the CRI-200, which was essentially ‘CRI-100 with updated GE CF34 engines, took place on 13th November 1995, ‘The CRI-100 and CRI-200 are ‘nominally 50-set,five-crowmember, twin: turbofan-powered aircraft with 3 maximum altitude of 41,0000 and a ‘maximum design airspeed of Mach 0.85, ‘The only difference between them is that the CRJ-200 has a later engine, the CF34- SBL. The cabin is 8.43 feet (2.53m) wide With four-abreast seating, SO seats at 31- inch piteh as standard, and checked baggage capacity of 3,500Ibs (308 cubic fet) ‘The CRI-100 was offered in ewo variants, the ER and the LR, with ranges of 1,30Snm and 1,650nm respectively ‘Take-off eld lengths are $,800f1 and 6,290 respectively, while landing distances are both 4,8S0M. The aircraft's ‘normal cruise Mach Number is 0.74, The CRI-200 similarly had ER and LR versions, with ranges of 1.229nm and 1,385nm. Take-off ld lengths are 5.5100 and 6,02081. Landing field length is 4,850, as with the CRI-L00, Inall cases, maximum zero-fuel weight (MZFW) is 44,000Ibs, maximum payload weight is 13,000Ibs and ‘maximum take-off weight (MTOW) is 53,0001bs, — CR}-700 The CRJ-700 programme was launched in January 1997, and the fist delivery was to BritAir in January 2001 ‘The CRI-700 was given a new wing with leading edge slats and a stretched (by 5.74m) and slightly widened fuselage, and a lowered floor ‘The current production model, the CRI-700 NextGen, has a range of 1,302nm with 70 passengers (31-inch seat pitch. It has a maximum cruise speed of MO.825 (473 knots at eruise altitude) and normal eruise speed of (M0.78, MTOW is 72,750Ibs (75,0001bs, for the ER and 77,0001bs for the LR). Operating empty weight for all CRJ-700 NextGen models is 43,800} The CRJ-700 NexiGien ER model has ‘range of 1,590nm and the LR model a range of 1,840nm, The standard take-off field length i 5.2710 for the basic NextGen model, ,6578 for the ER and 6.0724 for the LR. Landing Geld lengths are all ator slightly below 5,1208. A Series 705 was produced to provide some regional airlines witha business: class section. This was due to limited Passenger capacity allowed under US airline pilot union ‘scope clauses this ‘model has 10 business-class seas plus 65 standard ones) Is in faet based on the RL900, FRi-900 For the CR¥-900, programme launch weawin Jaly 2000 andthe ftir tras dlvered to Mesa Ar Group in Api 2003. The arf can cary $8 passengers (3 inch pitch, every. feaing as with thor CRD) with ‘sexi of 90 pesenges pol, tiie the standards $6. The CRI90O fs standard fore and aft vate and the cabin as Mei through to ex ones foreand af This allows operators {o choos fom diferent all, ating nd ivory layout Ur hasafange of 1639nm forthe earrent baie production mode), the CRI Sto NextGen ER nd LR modes boost thisto1367am and |.836nm respectively. Maximum rise sped is Mo and normal ruse specd MO.78 fais tanh eenaneeietey32 | AIRCRAFT AIRCRAFT OPERATOR'S & OWNER’S GUIDE Aircraft Engine Take-off thrust bs R400 Chysh 8729 RrrooER C3431 8729 soot C343 8729 Cer2o0kR C54 3818729 RrzoolR Cy 3818729 cRr-700 C48 12670 RL7o0ER —CF4-8C1_—12,670 R78 C4865 12,670 GH7OHER —CF348C5 32,670 Rr7ouR CF a48C5 12,670 caizos CrsqeCs 13323 CR7osER —CFag8C5 13,023 Chizost C4805 13:23 R900 Csw8Cs 1323 CRigookR —CFae8C5 3.23 CRigootk C483 13323 CRj2000 CayeCsm 13,630 CRoOoER CFs BSA 13,630 (forthe LR). Landing field length is 5.2571 (5,349R for the LR. The operating empty weight (OEW) for the CRI-900 NextGen is 47,700Ibs, while the maximum payload is 22,3001bs (23,050Ibs in the ease of the LR). The MTOW is 80,500Ibs for the basic NextGen model, 82,500Ibs for the ER and 84,S00Ibs for the LR, NextGen programme To increase market appeal, three years ago Bombardier introduced the CRI- 7007900 NextGen prosramme Features inclode a nsw ean and lower maintenance costs because the A and C Cheek intervals have been extended. Tere have also been improvements in the engines, andthe sreraft has a for ‘weight, Ths has allowed Bombardier to republish the strat ight manval (AEM) with «4% improvement Bombardier aso introduced a computerised AFM and integrated it with the Fetronic Flight Bag (EPR), and itis now working with navigation suthorites capabilies ‘CR}-1000 ‘The most recent variant, the CRI 1000, was launched in February 2007 (as the CRI-O0OX), Although it made its frst, flight in 2008, its entry into service with Air Nosteum and BritAir has been ‘delayed until early 2010. ‘When Bombardier launched the CRI. MTOW MZFW Maximum Fuel Seats -Rangewith Max “lbs “ibs “payload capacity full payload cruise “lbs Ibs ‘&LRC-nm speed-kts 47450 42.200 © 123100 9,380 50 980 459 $1000 44.000 «$3878 «14,600 50 14620 459 53,000 44,000 13,878 14,600 50 1970 459 ue00 44000-33400 14.600 so 1.645, 466 53000 44,000 13,708 14,600 50 2,005 464 72800 62300 18.800 —19,600 70 poz 464 75,900 62,300 18800 20,420 70 2032 466 72750 © 300 800 9us0. 7078 a yse00 62300 © «sRoaa9.4g0 OTR TB a3 7700 © 6395999519450. 70-78 2,002 wD Bose0 70.000 2275090 % a9 478 82500 70500 © 2275019450 a 1963, 478 84500 70,600 23,350 19.450 75 1999 478 80500 70.000 22,750 945086903350. a5 84500 70.000 © 22,750 19450 30 1593 a5 84500 70.600 23.350 19450, 90 1828 a5 ge.000 7500 26380 19450100904 ST 468 gu800 7,500 26,380 19.450 00105 .657 468 also be available for CRI-700 NextGen fand CRU.9000 NextGen Variants, It also sid that these NextGen aircraft would olfer reduced fuel consumption, lower wip operating costs and lower airframe ditect operating costs compared to the standard aircrat ‘The NextGen aireraft benefit from larger overhead luggage bins, larger ‘windows, improved lighting, and redesigned ceiling panels and sidewalls ‘The increased size of the lnggnge bin permits the storage of up 0 27% more rolle-bags in the CRJ-700 NextGen, and up to 21% more roler-bags in the CRI- 900 NextGen, ‘The CRI-1000 has two launch customers: Air Nostrum, with 35 firm orders; and BritAir The airerat has a high level of commonality, particularly with regard to the flightdeck and engines, ‘with the smaller CRI-700 and CRI-900 variants. The CF34 on the CRI-1000 has {improved HPT performance. This is due to the enhanced geometry of blade airfoils, software changes and better cooling. Improved nozzles in the turbine allow 34, rather than 48, vanes to be used, while maintaining the same flow function The engine changes being introduced ‘on the -1000 will also become available ‘on the -700 and -900. ‘The CRI-1000 has three variants: the ‘€RJ-1000 NextGen EL, the CRJ-1000 NextGen, and the CRI-1000 NextGen ER, Standard ranges are 909nm, 1.34Snm and 1,53Snm respectively. Maximum cruise speed is M0.82 and within 6,8209 and land within 5,756 assuming standard atmospheric conditions at MTOW, MTOW varies from 85,968lbs to 91,800lbs, with the standard model being 90,000%bs Maximum landing weight for the CRJ- 1000 models is 81,S00Ibs in all eases and EW is 51,100Ibs. Payload maximum is 26,400Ibs, with 7,180]bs maximum eargo weight. Engine development The next step for GE the NGS its next generation engin aimed a srerat from 2015 onwards, GE pects tha his tschnology programme wl bing 10- 1590 operating ost edton and higher rei ka) feature ofthe net generation gine (which ay well power fture Cio isthe-eCore. Thi wl ake savantag ofthe tecnoloies tht GE has developed forthe GE ihe Bosng 187 nine) The aim sto havea common corcarchtectreforengines i he 10,000-30,o0ofs trast range, sing the nom advanced aerodynamics 2 Combustor (shih Will be eTAPS, a Inoeefiin version of the eurent Tn ‘Annular Prewitt desig) and scaling the fan and lo prose tabine (LP) for the pact engine such a the CES tvelopmen. The hist ore st Was completed in mid-2009 and "Core wi Fetes in Q2 2017, ahead ofthe al next generation engin et planned fr bors. He‘441 AIRCRAFT OPERATOR S & OWNER'S GUIDE CRJ family fleet summary There are more than 1,500 CRJfamily aircraft in operation. The demographics of the ORJfamily’s population is reviewed. here have boen 1,718 orders for the CRI family, of which 1,583 hhave been falile, leaving @ backlog of 135, according to Flights Aireraft Flot & Analytical System (ACAS) data for July 2009, ‘The CRI family includes: commercial airerafl (the CRI-100, 200, -440, 701, -708, 900 and -1000 series) and corporate jets, known as the Challenger '850/870/890, based on the commercial variants, OF the 1,583 aircraft that have been delivered, 1,521 are commercial and 36 are corporate. Another 26 aireraft have been destroyed or retired. This fleet analysis will examine commercial aircraft. Of the 1,521 aiteralt that have been Aelivered, just 73 are parked. Over 80% fof those are in North America. Only four have been converted (o freighters: two in Europe and two in North America ‘SkyWest Airlines (USA) isthe largest CRI operator, with 228 aircraft from the CRI-100, -200,-700 and -900 model series, and 14 on order, for delivery over the next year. The next largest lets are with Atlantic Southeast Airlines (161), Pinnacle Airlines (140), Comair (122) and Mesa Airlines (101), all in North ‘America. The largest CRF operators are mainly in Western Europe, which has 16% of the global feet: Lufthansa Cityline (54), Air Nostrum (46), Brit Air (G0) and Eurowings (24). The CRI fleet in the Asia Pacific is in India, Japan and ‘China, accounting for just 4% of the slobal fleet. The largest operators are the ‘Chinese Aie Force and Shandong Ailines (12 each), J-Air in Japan (9) and JetLite in India (7). There is a good spread of the ‘CRI fleet across Africa. South African [Express is the largest operator (14). The largest ofthe three operators in South America is MexicoLink (9). The largest of| the Middle East’ three operators is Yemen's Felix Airways (4, There are four main Variants of the ‘CRI family of aircraft: the original -100; the similar -200; the -700 (including the -7O1 and more recent -705); the -900 series; and the very recent -1000. Each ‘model series is divided into two oF three models or sub-variants. — Feet forecast ‘According to ACAS, as of July 2009, in addition to the 1,521 commercial CRI aircraft in operation, there is an order backlog for all CRI variants of 135. As three are Challenger 850s, this means that 132 commercial jets are yet to be dolivered, the vast majority to airlines that already have CRIs. The exceptions are Estonian Ait, which has three on ‘order, and the Iragi Government, which has a backlog of nine, although Iragi Airways already operate one CRJ-900). Of the 132, the most popular variant is the CRU-1000, with a backlog of 64 ‘There is only one example of this new ‘model, which is still with Bombardier for testing and development, and is first due {or delivery to airlines from 2010. ‘The next most popular variant with a dolivery backlog is the CRJ-701, with 37 ‘on order. 33 will he the -ER sub-variant and there are four of the -LR sub-variant. ‘The CRI900 has 20 airerat yet to be delivered, and 11 -900ER sub-variants. ‘This emphasises the growing popu ‘of the newer -900 along with the 1000, ‘The largest backlog is for Air ‘Nostrum, which has ordered 35 CRJ- 1000s for delivery from 2010 to 2016, Tollowed by myaizcom (15 aireral), Beit Air (14), SkyWest Airlines (USA) (14) and Lufthansa Eurowings (11). CRS100, There are 214 examples of the CRJ- 100, with 37 operators, of which 12 <1OQERS and 10 -LOOLRs are parked. The three sub-variants are the ER, LR and SE, With the ER taking $8% of the share. ‘The ER sub-variant accounts for 125 aircraft all with the CF34-3A1 engine. ‘Nearly 80% are in North America and nearly 17% in Europe. Just 4% are in Arica and the Asia Pacific, with none in the Middle East and South America. Comair is the largest operator of the ‘CRI-100 (84 aircraft), the “LOVER (46) and -100LR (38). The next largest “1OOER operators are Jazz Aie (24), ‘SkyWest Airlines (USA) (16) and Brit Air (15). The next largest -LOOLR operators, after Comair, are Lufthansa Cityline (12) and Cimber Air (7). The -10OLR accounts for 77 areraft, representing 36% of the =100flet. Like the -O0ER, iti spread, ‘across fone continents, with the wast majority in North America and Europe. ‘The -1O0SE fleet is much smaller with just 12 areraft, The Chinese Air Force is the largest operator, with five aircraft that Ihave low flight cycles (FC) of just 10 hours each, compared to well over 1,000, IFC for the other seven, All bar two aireratin the -]O0SE fleot have upgraded (CF34-3B1 engines. ‘ore than two thirds ofthe CRbin operation ae In Noth Amica, The GRI200 the mast ‘popular type, with more than 700 in service.151 ARORAFT OPERATOR'S & OWNER S GUIDE. Asia Europe Middle North uth ea) Altica Pacific East America America variant Total model Adve Adive Parked Adive Parked Adive Adve Parked Adve —_total RIOR, 4 1 at a7 2 25 HOO 3 2 2 1 a1 8 7 Ronse 2 4 2 2H ‘RIZ00ER " “ a 1 3 att m 8 st RIOR 2 5a 293 2 3m ‘RUZOOLRFA) 2 2 4 R200 2 4 2 ec RMAOR, a5 1 CG co 5 6 ITER 2 1 2 2 201 1 239 RUTOLR 2 Zeer u705 6 een) R200 6 46 2 0) 3 Dba (RIGOOER 4 4 4 2 2 s1000 1 1 1 wal 33 58 231 8 6 102 et 8 1821 — — ‘American Eagle Airlines (25), Lufthansa CRS200 CRH440. Cityline (20) and Mesa Airlines (20), “There are three main sub-vatiants of the CRI-200: the ER, LR and SE models. Altogether there are 7L1, with 64 operators, equating to 47% ofthe global RJ fleet, The ER and LR are the most popular by far with a 46.5% and 52.5% shate ofthe CRI-200 market respectively. The CRI-200ER accounts for 331 aircraft and 64% are operated in North America, although iis found worldwide, Just 11% are currently parked. Atlantic Southeast Airlines is the largest operator (1.12) followed by Air Nostrum (35), Ja7z Air (33) and Sky West Airlines (USA) (22). ‘There are 375 CRI-200LRs, including four package freighters (-200LR(PF)), in Europe and South America. The standard -200LR foo is in Asia Pacific, Europe tnd North America which has 78 SkyWest Airlines (USA) is the largest operator (100 -200LRs), followed by Air Wisconsin (66), Pinnacle Aieines (53), PSA Airlines (38) and Mesa Airlines (28), Only three airerat are parked. ‘The CRI-200SE has just five aieraft two each in North America and Asia Pacific: and one in Europe. All are active. All the CRJ-200s have the upgraded CF34-3B1 engines, except the four package freighters which have the original CF34-3A 1s, The average age of the CRI-200 is seven and a half years. The average FC uiilisation for the past ‘year is 1,968FC, while average flight ‘There are just 86 CRI-440 aireraft, all in North America: 71 with Pinnacle Airlines (with a further one parked); and 15 with Mesaba Airlines. The average age of the Meet is just over five and a half yeurs, The average utilisation forthe ast year has been 2,302FH and 1,968FC, so the average ight time is 70 minutes. ®700 ‘There are 292 CRI-700s, with just 20 ‘operators. The fleet is split into four sub- variants. For the CRI-70L, the standard ‘model, the ER and the LR total 276 aircraft. There are 16 CRI-TOSLRs. All the -7O1ER and standad aircraft are equipped with the CF34-8C1 engine. The -TOILR is powered by the CF34-8C5B1 and the -705LR has CF34-8C5 engines ‘The largest operator is Sky West Airlines (USA) (69), followed by Atlantic Southeast Airlines (39), American Fagle Airlines 25), Golet Airlines 21), Lufthansa Cityline (20) and Mesa Airlines (20). Most CRJ-700s (82%) are in North America, but they are found everywhere except South America, ‘There are 15 standard CRI-7015, all with Brit Air in Europe. This is similar to the 16 CRI-TOSLRS, which are only ‘operated by Jazz Air in Canada, ‘There are 239 CRI-TOLERS with 17 operators, SkyWest Airlines (USA) is the “There are 22 CRI-TOILRS. All but fone are with Godet Airlines in the US. ‘The average age of the CRJ-700 fleet is five years. Utilisation over the past year has averaged 3,021FH and 1,812FC. The average flight time is just over 1.SFH. CRIG00 ‘There are 217 CRJ-900s with 21 fperators, with just two sub-variants. All the aireraft are powered by the CF34- SCS. The largest operators ate Mesaba Airlines (41), Mesa Airlines (38) and SkyWest Aieiines (USA) 21). ‘There are 205 standard aircraft, around the world, except for the Asia Pacific. Five ae already parked. The largest operator is Mesaba Airlines again with the same results forthe top three ‘operators as inthe previous paragraph. ‘There are only 12 -900ERs, in Europe and Africa, Four European aireraft are parked. Ark Air, Eurowings and ‘myaircom all have four aircraft each, although myaircom's are parked. ‘The average age for the -900 fleet is 2.5 years, making it the youngest CRJ flee. The average annual utilisation over the past year is 2,090FH and 1,634EC, so the average Might time is 75 minutes, of articles46 | AIRORAFT OPERATOR'S & OWNER S GUIDE CRJ family fuel-burn performance The fuel-burn performance of the CRufamily's most numerous variants is analysed on routes of 40- 963nm. here are several sub-variants of the four main variants of the CRI family, Since most CRIs are operated on routes of up t0 80 minutes, the differences in specification Weights will result in small differences in fuel burn performance between these sub- variants. The main objective is 10 analyse the fuel buen performance of the most numerous sub-variants as being representative ofthe performance of each main variant, Four models have therefore boon analysed (see fable, page 17), These four aircraft have been ‘examined on four routes of 140nm to '580nm. The performance of the largest model, the CRI-900, has also been ‘examined on a longer route of more than '800nm, since this aircraft may be used on mote thai just regional city-pairs Fight profiles Reauls of performance calelations have been provided by Jeppesen, based on parameters and specications provided by the manufacturer Performance on the four routes was analysed both outbound and inbound segments) to illustrate the effects of wind speed and direction. This results in an ‘equivalent sil air distance (ESAD) for each direction on a city-pair, and affects the fuel burn and fight times, Average weather for the month of June has been used, with 8: bility ‘winds and 50% reliability temperatuces. Optimum fight levels are used where possible, unless air trafic control (ATC) have restricted this, and International Civil Aviation Organisation (ICAO) fight rules have boon used for standard assumptions on fuel reserves, diversion and contingency fuel. En manufacturer fuel burn rates have been used for taxi and fight times, with standard 20-minute taxi time being assumed to give block times. Speed in all «eases has been assumed to be long-range ruse for the type'variant combination, whieh may mean slightly better performance than would be ac zeal operational conditions. The aircraft are assumed to have odin single-class cabins with full passenger loads, The standard weight for each passenger and ther luggage, as used by airlines in performance calculations, is assumed at 200Ibs per person, with no ‘additional cargo in the hold, The passenger numbers and payloads are therefore a follows: CRI-100 (50 passengers: 10,000bs): CRJ-200 (50 passengers: 10,000bs): CRI-700 (70 passengers: 14,000Ibs): and CRJ-O00EP (88 passengers; 17,600Ibs). Variations in passenger numbers in eeality have little effect on fuelbarn Figures fora single flight, so the examples are useful itlstrations of performance, Route analysis The four routes analysed are operated ty Air Canada Jaa, s0 they are cpresentative of a regional carrie. These are as follows, with International Air Transport Association LATA) three codes in brackes, followed by tolzom track distances in nautical miles 1. Calgaty-Edmonton (YYC-YEG), 139/166nm, 2. Edmonton-Saskatoon (YEG-YXE) 261/261nm. 3, Toronto-Boston (YYZ-BOS), 405/433nm, 4, Toronto-Thunder Bay (YYZ-YQT), 503/528nm, Im addition the one longer-range route snalysed for the CRI-9OOEP wa 5. Toronto-Winnipeg (YYZ-YWG), 832857, The first route was from Calgary (YYO) to Edmonton (YEG), and had an equivalent sil-air distance (ESAD) of 139nm outbound and 169nm on the inbound (170nm for the -900EP aircraft ‘These distances reflect the equivalent wacked distance that would have boen flown in zero wind conditions. lock time was increased by 3-5 minutes on the return, oF about 102%. This illustrates the efoct oF en-route wind and routcing. ‘The second route was slightly longer, from Edmonton (YEG) to Saskatoon (YXE), The outbound ESAD was about 260nm, and inbound about 300m. Wind outbound was negligible, but on the return journey a 46-knot headwind was encountered, causing a block time increase of 3-5 minutes, as inthe eae example. The block times were therefore just over an hour outbound and 1:06- 1:08 on the return ‘The GUfamily fuel bum performance improves.Arcaft Engine MTOW variant — model Ibs. ers aim BEA 53000 yews Gm eset S000 yews Gur avec «7200 YONES GUMEP Ga | Sten yesne gun asta 53000 yeene | GND GDL 53,000 yecne G70 GLa 72800 YesnC — GUsmOEP GES 84500 YeOVE MD GEA 53000 yeove Gm eset S000 yeove umm Gvacim = 720 Yee — GUaLOEP SLES HO YEW Gun asst! 53,000 YEN GND GB 53000 EVES Gur Gatemsi 72800 ENED UNDUE SLD aecs | GUD GBI 53000 vases Gro GSLs 72800 ‘yao0s — GUSIIEP GLB TO mosnz RN EIA 53,000 bos cand Geacer ©—S3000 bos Grows 72800 mon «Gum ae SLs yoenz gun asta 3000 seEN2 GUD GBB 53,000 yornz Gero Geese 72.800 YORY2 Gummer Gate 4500 yevor gun gua S000 yaxor Guan eset S000 yaxor Gum vec «= 7am vant Gum sees B50 awe ener LES Bt tO wer — GYSIIEP G4 TO Source pps ‘The third route was from Toronto (YYZ) to Boston (BOS), with tailwind of about 13 knots outbound, and a 72-knot hheadwind on the return le, resulting in a large difference in ESAD. This was 39Snm outbound and SO8-S14am on the Feturn (there isa slight variance between aircraft as performance varies between types) Block time was therefore increased by 11-13 minutes (again, about 10°), ‘The fourth route was from Toronto (YYZ) to Thunder Bay (¥QT) with a hheadwind encountered on the way out, and alight tailwind on the retura, This turned a track of $03nm outbound into an ESAD of 573-S80nm (depending on aircraft model, and track of 528nm on the return into ESAD of $13-515am. Block time was [:44-1:49 outbound, and 1:36-1:40 returning. Finally, trip from Toronto (YYZ to Winnipeg (YWG) in the CRI-900 had track distances of 832nm out and S57am, back. ESADs were 963nm and 832nm, 71 AIRCRAFT OPERATOR'S & OWNER S GUIDE TOW Fuel Block Seats Payload ESAD. Foal ibs bum time lbs am er UsG mins seat-mile Fear 00g alee cde 000) fom SSS sigs eT atoozFO eo 0 mmm aS 477 ms] Dmg 455m oT 48H To rg -0 Te Oe Sw mes 8.6] BOD Posseo) Send el et (ea omon ae 1 | coat asicy e328] fost so at rol te 000) omc nag mon 557 st 25S aaa oy om mao Fes ede te ea eS a ms oO TS (0a Ton tS 57] ‘a0 sw om mma 4500 = ot 5M osm SBD) meas leptea roel eo) tt eos toed 877 aca] (osemt os oe tome ew ces | coo ‘sav oT} oD Stes esa 970 MOSH Ta Fass cose ose os mo) | etece ene) ton) ‘son 6m OMS sm ee oreo oo Oe leo ets conad a FeSO OOO RO) tao errs ened ‘sz Sm MSO ess 85S ts MODS 2t at (aA SOE et ee mo) Fon tees] laos) cr return leg. Black times were respectively 2:34 and 2:17. Filel bun performance The fiebburn performance ofthe four CRI variants shown for four routes, inbound and outbound legs bing shown Separately For the ith oute these are nly shown forthe CRI900 (ce table ‘hs page “The date also include the associated fac barn pr pamenger o pr set, and fad-burn per passenger mile for both sectors on each rout. The fel bra incomes on all wctors asthe powsr and sia of steal increase, apart from the CRJ-100 which ta es ecient engines than the similriy-sied CRU-200. The pattern is not necessarily the sme for fl burn per passenger or per pasenger-mile. Fue- frm per ant incesos spproxztely in ee ee always more efficient and is followed by ‘the CRI-700, Ics clear tha the eal advantage of a stretched variant comes from increasing seat numbers from 70 to 88 seats. The longer sectors are far more elicent with the fuel per seat-mile falling rom 0,035-0.039 US Gallons (USG) to 0.020-0.024USG. To a great extent this will relet the increasing proportion of flight time spent inthe cruise, whereas the ‘maximum fueL-bum per mile would occur in the climb phase, a more or less constant factor between the routes. Although fuel-burn per seat-mile was lowest for the CRJ-900 in all eases, it can bbe seen how critical i isto fill the seats by comparing the overall fuol burn per route between the CRJ variants. For example, total fel-buen on the fourth route (to Boston) was 1,103USG for the CRI-200, and 1,624USG for the CRI-900. Thisis a ‘one-third increase in fuel-burn. 118 | AIRCRAFT OPERATOR S & OWNER’S GUIDE CRJ family maintenance analysis & budget The (RJhas acomplex maintenance programme, with several groups of tasks with different interval parameters. The maintenance oosts of the CR100, -200, -700 & -900 are examined. the Bombardier CRI family is the most successful regional jt (RU) family to date, There are more than 1,500 aircraft in ‘operation, with the frst CRI-100 entering service in 1992. There ate also 108 outstanding firm orders for the CRI-700, CRJ-900 and CRI-1000. The CRE fleet ‘can be sub-divided into two fleets: the CRJ-100 and -200 which are powered by the CF34-3-3B engine; and the CRJ- 700, -900 and -1000 which are powered by the -8C series engine. The five main variants are the CRJ-100, -200, 700, 900 and -1000, “There are three different maintenance programmes: one for the CRJ-1001-200; fone for the CRJ-700; and one forthe RI-900, ‘The maintenance programme for the CRI-1001-200 is tits 21st revision, ‘maintenance requirements manu; its cighth revision for the CRI-700-900, Cin operation “There are nearly 1,200 CRY aircraft in operation in Nevth Azerica, wich hana Small mumbo of large feos, Europe i the Second largest operator with 239 irra Few are operated elsewhere inthe world Of these, the smaller SOseat CRI- 100/200 dominate, with 1,100 in operation, when the CRJ-480 is included. There are 214 CRI-100s, which ae dominated by the higher ross weight and higher performing CR-200-440, which entered service in 1995. The last CRI- 100s entered serve in 2001 ‘Almost 800 -100s and -200s are in North America, and more than 700 operate regional feeder services on spokes Serving the US majors hubs, These are operated by Comai (94) Jazz Air 24), Mesa (43), Skywest (138), Ait Wisconsin (70), ASA (1120, Chautauqua 12), ‘Mevaba (56), Pinnacle Ailines (123), and pan arte GRID kan ence comply with pilot union scope clauses All aircraft have similar operations and annual rates of uilsation: 1,900 flight hours (FH) and 1,650 flight eycles (FC) for the CRJ-100 fleet; and 2,300FH and 2,100FC for the CRJ-200s and 440s. These fleets all have an average FC time of 1 11-1.17FH. ‘There are several carriers in the Asia Airlines, Ibex Airlines, J-Ai, JetLite, Shandong Airline and Shanghai Airlines ‘The CRI-100 and -200 are also ‘operated in Europe. The largest lets are with Adria Airways (7), Brit Air (I: Cimber Air (13), Furowings (18), Lufthansa Cityline (22), Air Nostrum G5), Austrian Arrows (13) and West Air Sweden (2). These carriers operate the airerat at similar rates of uilisation to North American operators ‘The CRI-700 first entered service in 2001. The pilot union scope clauses of ‘most US majors allow specified numbers ‘of 70-seat RJs to be operated by their regional afiliates, so the CRJ-700 is ‘operated most by regional carriers for feeder services. These include American Eagle (25), ASA (39), Comair (15), Golet 2D), Horizon Air (18), Jazz Air (16), Mesa (20), PSA (14) and Skywest (69), The pattern of operation by many of these fleets is similar to the CRI-100/- 200, although aireraf are operated on longer average FC times of 1 40FH. Average rates of utilisation are 2,600FH and 1,900FH per year. The exceptions are Jazz Air and SkyWest Airlines which ‘operate their aircraft on longer average cycles of 1.70-1.82FH, and consequently hhave higher annual utiisations of 2,750- 2,900FH, ‘The CRI-700 is also operated by three ‘CRI-100/-200 operators: Brit Air, Eurowings and Lufthansa Cityline. Air India and South African Express also hhave the CRI-700. ‘The CRI-900 has similar fleet distribution. Large numbers are operated (41), Pinnacle Aielines (16), and Skywest (QD). These have FC times of 1.30- L76EH, which are longer than North American operations for the CRJ-100/- 200 and -700, and therefore have higher rates of utilisation at 2,350-2,800FH per Some European carriers and other ‘operators also have longer FC times of up to 1.25FH and higher rates of annual utilisation, but many sll operate the (CR900 at 0.901. 15FH per FC. ‘While there is some variation in rates ‘of utilisation between operators, the ‘maintenance costs of the aircraft are analysed here for aireraft operating at 2,300-2,400F H and 2,100FC per year, equal tan average FC time of 1.15PH. Maintenance programme The CRVs three maintenance programmes ere relatively complex onspared to ater lines. The programmes comprised A checks and Tie checks, Aches con of thee soups of aks, and base checks consist tthe other groups of task The CRs do ot havea maintenance planning document (MPD). Instead there te the mantenance requirements manual GARD) and maintenance planning tmanval (MPN, The MRM has va Parts. The fs rlates io systems, Stroctres, zonal inspections nd the tocreton prevetion and cotrl programme (CPCP) The second ps Fetes to weworthioas egrets powerplants and fie systems “he MPM lis sl the inspection tasks. Tote have bee 21 retsons Wo the CRI-100-200 maintenance programme todate ‘Alrrame msntenance falls nto tree categoria fhe and ght ssitenencs ‘Achecks and bas checks Base checks Wil ncads interior refurbishment and ‘hipping and repainting in adios to the tasks speed inthe MPM — Line checks There are no actual line check tasks specified in the MPM, but many ‘operators have written tasks for their ‘own line maintenance programmes, “We have a prelight check and a ‘recommendation to perform a service check every night on our CRI-200 and -900 flets, but only if this is possible at the homebase,” explains Robert Rozman, engineering manager at Adria Airways “The service check has @ maximum interval of three days, but will bee ‘out more frequently than this. There is also a line check in the MPM known as the routine check. This has an interval of| 100FH, but we added an additional od201 AIRCRAFT OPERATOR'S & OWNER'S GUIDE Inspection Int task group abERRE FS5E* f i é erval MHfor routine i inspection 500 50 44000 80 44500 50 2.000 5 2500 30 300 2 700 2 4200 2 44500 2 44800 2 3,000 2 400 3 Inspection Interval MHfor routine task group inspection x 5.0008 20 20 “10,0007 280 ac. “6.00084 0 4c 20,000 % 5c. 25,0004 3 Gpiccr 3.00084 1 p2.00e 4.0004 10 ps 00e 8.00074 40 Gp o0P 12,000FH 2 @psa0e 8,008 0 Gps 00P 24,0008 0 “emeonth calendar ‘Rmenths 2 ‘8-ronth calendar ‘Bronths 1 2amenth cendae 24 months 40 S¢month lender 36 months 7 4emonth cdendar 48monihs 240 0morth clendar Ormonths 0 Temerth cdender Temonths 290 96month clendar 96 months 780 *20-month calendar “20 months 4 “é-month calendar “14 months 2 *80-month 180 months 5 created by Bombardier which combine all the tasks with intervals of 72 hours and 1O0FH, These are called the Service check and Routine check. “The Service and Routine checks do not exist on the CRI 900," adds Rozman, “Every maintenance requirement inthe two parts of the MRM, has its own job card, and itis up to each ‘operator to package task cards into checks, or perform them separately, as required, Based on MRM requirements and our own experience, we have created separate Service and Routine task cards.” Tn addition to tasks specified in the MPM, operators can add theit own cabin «leaning items and tasks, ‘A checks, In the case of the CRJ-100/200, the basic interval for a group of 1A tasks is SOOFH, At an annual utilisation of 2,300FH, this is equal to L1 weeks of ‘operation ‘There are five groups of tasks with multiples ofthese, so there are also 2A tasks with an interval of 1,000FH, 3A, tasks with an interval of 1,SO0FH, 44 tasks with an interval of 2.000FH and SA, tasks with an interval of 2,S00FH. The 5A tasks therefore come due once every 12-14 months, ‘These tasks can be formed into similarsized “equalised” checks ot into “block” chocks as tasks come due. The AL check will therefore comprise just the LA tasks, the 2A check will comprise the 1A. 4A tasks. The five different intervals and task groups do not actually come into ‘phase with each other until the AGO check at 30,000FH, so n0 A check gets finished. Task groups are continually carried out, and the A60 chock comes due after 25-20 years’ operation. The LA and 34 routine tasks each requireS0 man-hours (MH) to complete. ‘The 2A and 5A tasks each use SOMH, and the 4A tasks ae the largest group, using 9SMH (oe frst table, this page If grouped as block checks, the Al check will therefore have 1A tasks and require SOMH for routine inspections. ‘The A2 and AS check routine tasks will use 130MH, while the A3 cheek routine tasks will consume 100MH. The larger checks will be the A4, with 1A, 2A and 4A tasks, and require about 225MH, The A6 check is also relatively large, including the TA, 2A and 3A tasks. These will consume ISOMH for routine inspections. In the ease of the CRJ-700 aad -900 the basic 1A interval is 4O0FH, but this, will be escalated to 600FH in the near future. This means the AS check comes due at 2,000FH, but will be extended t0 3,000FH. The five task groups have routine MH consumption of 15-SSMH, with the 1A group of tasks being the largest If grouped into block checks, the Ad check is the largest, requiring 135MH for routine inspections, The smallest i the Al check, with just 1A tasks, which will use SSMH for routine inspections There are, however, two more groups ‘of tasks that are included in A checks by ‘most operators. The first of these are inspections of the auxiliary poser unit (APU). There are several groups of tasks with different intervals, which are based fon APU hours (APUH) and FH. These intervals are unique to each operator. ‘One example i for tasks at 300FH, 70OFH, 1,200FH, 1,S00FH, 1,800FH and 3,000FH. Unlike most other task, these groups are not multiples ofthe basic interval of the frst group of tasks, “In the ease of the CRI-700 and -900 the APU tasks are at 500APUH, 2,000APUH and 3,000APUH,” says Rozman, Many of these are small tasks related 1 inspecting oil levels and detectors. ‘There is also a fixed interval at 3,S00APUH for removal and replacement of the APU. The third group of tasks included in the A chocks is the out-of-phase (OOP) tasks. These do not have intervals that ‘match those of the main groups of A check tasks, and have odd intervals such a8 400FH, SO0FH and 1,200FH in the case of the CRI-1001-200, These have to be planned into the A chocks or Routine checks as appropriate for the aircraft's211 AIRCRAFT OPERATOR'S & OWNER'S GUIDE ‘The MH required to complete the Inspection Interval MH for routine routine inspections foreach small group | fleas fore of OOP tasks is in the region of 2-SMH, task group wpection ands their impact on additonal work ar for Routin and Sekai a oon 8 aA 1200 % = a ‘ooo 3 Base checks mA 2000 3 The C checks or Base chosks have inspections that are grouped into hice AEE sonar 2 Tots oftasks by most. "In fat here ae AAR 2000060 2 six groups of asks," explains Rorman, | ARB Ssooneeu 2 Sracaes oma conosionand cereal | GUE Soot 2 Ere Outer phase tats sOdays wring ntrconnoction.” The grouped into the three types of by mst operators in thet planning The first of the thre groups isthe EAMETS ANS sain inspections. I the case of the CRI- 100-200, the basic nterval for 1C sks | Inspeeion Interval MH for routine is SO0OPHL There are another four task group inspection soups of tasks wih mulls ofthis the 3C tasks at 15,000FH; the 4C tasks. Ba prot | seemersmeoecciotie Ue Sou : oe ee her : In the case of the CRJ-100/-200, the enced poco S inspections. The 2C tasks use 280MH for, ‘@ top es . ese ero _. : eo te ame bree é Fa ee = es Weoemsecruccrr corm (SESE 2 MH distribution among the five C check ‘96-/72-month calendar 96.8 72 months ‘580 for routine inspections. The fourth group _tasks are small for the first and fourth “In the case of the CRJ-700/-900,22. AIRCRAFT OPERATOR S & OWNERS GUIDE Base Interval check cl 4p00RI 1¢ @1Le28 G3 2 B60 Ior2c LGR GS 3 HAO crc Cpt.cr2, 3a GS Ch T8200 14.2C84C HL@ZE Gs PAOD 1CRSC HTLG,G3, te GE © -2BADIFH 14.2C8SC Cpt. G2, eS 8@5 (Cress sco @1928G3 ‘2th, 8th, 24th S6nth ‘2nth, 18m, 24th, ‘éenth,ABeth & 60th ‘2th, 18m, 24th, ‘6mth & 72th ‘2nth, 18mth, 24th, 6enth, Anh, 60th, &.o6mth ‘2th, 48m, 24th, ‘érth & 120th ‘2th, 18m, 24h, mth, Aémth, Orth, Toth & nth ‘2th, 18mth, 24th, 836th ‘2nth, 18mth, 24th, ‘nth, 48th, 6Orth & S6rth 38400 1G.2CBAC HLL GQZE GS 43200 ICRC HL G2, GS as CO 48.000 1G.2C85C Cpt. G2, Hs pha Ge Base fl Ccheck check tasks check tacks cl 3600R 1c 2.38 Gt 2 7200R t0+20 LG, saa ADR IcH8C AGI. Ge os Ch HAOOFH 1.208 4C Opt. G2, Gp3, sas o D00RH ICRC 2,Gp3, Gps, ea? 21800 1. 2C&9C Ht. G2, G3, ha eB 25200 2,38 G4 28800 1G2084C CHIH, GS, 4, 5, GS ago © 32400 1CBSC HZ,GIEGA CO 38.000 14. 2CRSC Ht. G2, G3, haar ‘2th, 8m, 24th, ‘6mth & 72th {2nth, 18m, 24th, 6inth, 4th, 60th, ‘Bomth & 14émth Calender tasks ‘emth ‘emth,reth, 36th 8 4emth ‘mth ‘Ont, 18m, 24th, ‘6th & 48th ‘emth, 96 48th 8.961 72mh ‘2m, ‘8th, 36th 48mth ‘8th 8. 961 48h ‘Ont, 18m, 24th, 0th, Sérth & 48th ‘emth, 96/48mth 8.961 72mh ‘nth, s8nih, 24th, Seth & 4th Foutine MH 1380 1725 1921 1725 1389 1070 Foutine MH sor +000 37 723 100 1099 467 1048 war 1078 12, 18, 24, 36 and 48 months, 96448 and 96/72 months. The routine MH required for these tasks are small forthe ist five groups up to @ 36-month interval. The 448:month and both 96-month groups consume large numbers of routine MH.” Gheck planning Grouping the tree sets of inspection tasks forthe Aand base checks into check package is complicated by the Tange numberof OOP and calendar tasks with tervals hat are notin phase with the FH inspections. How tasks ae grouped and formed into checks depends Snrates of eteraft utilisation. This fnalysis assumes aieraft operating at 3:300-2,400FH and 2,100FC per year The first consideration of check planning is base checks. The large umber of tasks means that feach group tras performed as they come due then the direraft would have tobe grounded frequently at regular interval for saintnanee. To generate a regular stream of base checks with regular frequencies means bringing forward some tasks and performing them early by Combining them with thes. This incvitably means the filsation of intervals on some tasks i poor, but fewer checks are made on the aircraft Inthe case of some OOP and calendar tasks the number of inspections and MIT Teauited are smal, and theve can actually te grouped into A checks or ven Routine sherk if convenient ‘Rs200/ -200 The annual utilisation of 2,400FH ‘means that 4,800FH are completed every 24 months. This is convenient in the ease fof the CRI-100/-200, which have the large groups of FH-telated inspections in multiples of 5,000FH. The CRI-100/-200 also have the five largest groups of calendar-based tasks at wo, four, six-, cight- and 10-year intervals. The most ciicient way of planning base checks ‘would therefore be to have a C check every two years (se fist table this page) Other smaller groups of inspections ‘would have to be planned into these checks by performing them early, or by boeing included in other smaller checks, C checks every two years for the CRJ- 1001-200 means a check every 4,700- 4,800FH. Some of the OOP and calendar-based tasks inevitably drop out, There are six groups of OOP tasks. ‘The first two groups have intervals of 3,000FH and 4,000FH. For simplicity in nniaintenance planning i is easiest 0 perform these annually, every 2,400FH, so that the second group is performed 1,600FH early in relation to its interval.231 AIRORAFT OPERATOR'S & OWNER’S GUIDE In terms of maintenance planning the utarily ‘sod be considered in the two groups the (GRVN0/-200 ante R7ON-200. The ‘maintenance programmes ofboth havelarge umber of tasks that reno in phase wth each othe, and consequently complicate check planning, inspections, are not included in & hase chock when the aireratis one year old and then every two years thereafter. On these occasions they would drop out and be included in A checks. On even numbered years they would be included in the C checks (se first rable, page 22), The third group of OOP tasks, with tn interval of §,000FH and which use about 40MH for routine inspections, could be performed early, and grouped with every C check and performed at 4,800FH intervals. The fourth group of OOP tasks only uses 2MH and has an interval of 12,000FH. These can then be performed atti interval, every ve years, and then roughly SOFH and 40OFH intervals six months and sight years. The six altemate betweon heavy A check at five The APU tasks can then be grouped month tasks could be combined withthe tnd 13 years and evry th Check infothe Achedksasclose as possbleto —Achects very 10 and 20 yous (ee fst table, their intervals: In some ease hey will not ‘There are another seven groups of page 22, coincide with checks, but will then be tasks that have intervals of 12-96 “The fith and sixth groups, which wse included with Routine checks. ‘months, and that ae als multpies of six shout SOMH and S0MH for routine One lage check wll therefore be the months. Two sets have iii nterals of inspection, can conveniently be included A3 check I will hve two A check tse 96 months, bu diferent repeat intervals imevery third and fith C check according groups and four APU task groups. The The I2-month tasks ave scheduled Uo their intervals ce fist able page 20). ‘AG check will ao be args annually, and vo are ofen not included in The largest group forth elena “The 400FH interval for OOP tasks a.C check package. The sme appli to bused tasks are the 24-48, 72-,96,_willconveniently come duc at he likely other tasks, and most groups on most 120- and 144-month inspections, These interval forthe A check. The OOP tesks occasions drop out from C check ailconveniently have intervals that are can otherwise be grouped into Routine package (oe second table, page 22) tmultiples of 24 months, and so sre checks. The escalated C check interval of Combined with the rslvant C checks as The OOP and calendar-based tasks 6,000 H forthe FH-satd tasks means they come due (se frst table, page 22). that dropout of C checks can be included the base checks of C1 upto CS would be “The othe six groups only use a small inthe AG check package, whichis due performed once every 30 months umber of MIL ery 20071. (OOP and calendarbased tasks would For ease of planning, the 12- and 18- therefore be scheduled differently: On month asks canbe performed annually, mam most oceasions they would not Be On odd-numbered yeas they drop out GRE7OO/-900 included in C check package, but would into lange A checks withthe ist and The case ofthe CRI-700900 i instead be packaged into heavy A checks second group of OOP tasks. On even- diferent Thee currently have ive at dior l2-mouth intervals between C numbered years they come due with © groups of Felted tasks with intervals checks checks that are maltples of 4,000FH, with a Tis simplest to perform the 36-month fh multiple at 20,000FH. An annual mam tasks at 24-month intervals, so they are utilisation of 2400FH means the Tine check inputs always combined with C checks. '000FH intervals reached every 19-20 There are are no line checks inthe The 180-monthchocks use only afew months (CRIS MPM, and the smallest specified MH and ao arvcan be grouped into a “There are also OOP tasks with heck isthe Service check at 100F large A check when they come due. intervals from 3,000FH to 30,000FH, ‘Many operators include ‘preflight’, ‘Overall, the first and second group of although most are up to 10,000FH. The transit" and daily checks in their line OOP and 12-and 1$-month calendar intervals of these ae awkward in relation maintenance programmes to maintain based tasks drop out on odd-numbered 10 C checks t 3,600FH intervals. Those operational reliability. ‘years and are grouped into large A with intervals of 4,400-5,000FH are best The pre-flight and transit chocks are ‘checks, The fourth group of OOP tasks scheduled with each C check. Others performed prior to each Might, often by ‘and 180-month calendar inspections also have to be scheduled at other intervals to flighterew, but line mechanics will be drop out as they come due, and are make best use oftheir intervals, and so required to rectify technical defaults, A ‘grouped into large A checks. «drop out and have to be included in conservative allowance of 0.5MH per This raises the issue of how A checks heavy A checks, or occasionally be check will cover all required maintenance are planned, While the Routine and A ‘scheduled into C check packages (vee ‘throughout an operation, One check per241 AIRCRAFT OPERATOR'S & OWNER'S GUIDE additional allowance of $10 for materials and consumables should also be made jie cheeks are daily, but some ‘maintenance programmes allow an val of up to 72 hours. An average of 275 checks will be consumed in a yeat. A budget for labour and material consumption is SMH and $150, Routine checks have an interval of 100FH, but some operators add a sevond interval parameter of seven or eight days, meaning about 50 service checks are sade each year Labour and material inputs are about 3.0MH and $200. ‘A final element of line checks will be APU tasks with OOP intervals. During ‘one year’s operation 12 groups of APU tasks will be completed, using 40MH. ‘Total consumption during the year will be 1,600MH in labour, and $75,000 and constimables, Using a generic labour rate of $75 per MH, total inputs for a year’s operation equal about $200,000, or $85 per FH when amortised ‘over the year's anaual FH utilisation (soe first table, page 32) Reheck inputs ‘The A check task grouping described forthe CRD-1002200 result routine Tabor apts of 8 268M17 In dion telctony, additonal OOP tasks tha, fave dopped out of base chek he during of date, sndieror work their ft 10 year of operation 30% A Dodge of 25M for ering dels end TOMI for inrirclening should be towed Bae chek OOP tok total aire aeatas eine eee 120-460MH. Costs of consumables and 1materials for these checks are $5,000. 21,000, Using a standard labour rate of $70, total cost for the six checks in @ ‘years operation is $190,000, Amortised ‘over the annual utilisation of 2,400FH, the reserves for A checks are S78 per FHL (see rable, page 32). In the case of the CRJ-7001-900, task results in routine MH ments of 60-140MH, once OOP and APU tasks have been added, Base chock inspection tasks that have dropped jut of C checks ean be included in annual or semi-annual A checks, Tis assumed here that actual A check intervals ave ‘or eight checks are performed each yeas. Using the same $0% non-routine 1d budgets for clearing defects and leaning takes total annual MH consumption to 1,300MH. The cost of associated materials and consumables for ‘each check is $5,000-11,000, Using the same standard labour rate, the total annual cost for A checks is $140,000. In addition, there are 30-day OOP tasks, which ean be completed with eve fourth weekly check. These consume SMH each time, and so about 63MH per ‘year at an additional cost of $4,500. Reserves for all these costs are equal to S61 per FH (see table, puge 32) OMH, so that seven —_ Base check inputs RF00/-200 ‘The content ofthe base checks will first include the routine inspections as ibed. The large number of different “The CRB001.200 have Cchack tasks wth an Interv t mastiples of 8,000 tis simplest to have base checks every two years. Most out ‘hase & calender asks canbe planned into base checks, even though the flintenas sometimes donot get fully utilised, checks varies from 400MH to 1,72SMH, with the C4 check being the largest. ‘The other elements of the base check include non-routine rectification, the clearing of defects, engineering orders (€0s) and serviced bulletins (SB), changing hard-timed components, and interior cleaning. ‘The non-routine ratio in the frst base checks sin the region of 50%, but this then rises to about 80% by the fourth or fifth base check, The MH used for non- routine retifications therefore increase ‘during the frst check eyele from 200M. atthe Cl up to L400MH forthe C4 check, The sub-total for routine inspoctions and non-routine rectifications is 8,500-9,000MH forthe first five checks Clearing defects will be shared between A cheeks and base checks, The labour used will depend on operation and ‘maintenance policy, but a budget of LOOMH for a base check should be used ‘There i then labour for completing airworthiness directives (ADs), SBs and Os, This is variable, and depends on the [ADs and SBs that are used, which aireralt they are applicable to, and airline policy with respect to upgrading aircraft. A budget of $0-300MH should be used, depending on the size of the check workscape and downtime. ‘A budget of SMH should be used for component changes, and another 100MH allowed for interior cleaning For the fist five base checks the total labour varies from about 900MII for the Cl up to 3,700MH for the C4, The total forthe four checks is 10,500-11,000MH. ‘Ata gener labour rate of $50 per MH this is equal to $530,000, In addition to labour there willbe the cost of parts and materials, This varies from about $17,000 for the C1 check to about $68,000 for the C4 check, and the total reaching about $200,000 for the five checks, The total cost of about $750,000 for the first five chocks amortised over the interval of 12,000FH is equal to a reserve ‘of about $30 por FH. The labour and material inputs for the five checks in the second hase check cycle will be higher. Routine MH will increase to 6,900MH, due to the arrangement of inspection task packages ‘The non-routine ratio will also ‘continue to increase, starting at about