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AIRPORT PLANNING MANUAL

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This package contains the CRJ100/200/440 Airport Planning Manual, CSP A−020, Revision 8, dated Jan
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Model CL−600−2B19
Series 100/200/440

AIRPORT PLANNING MANUAL

Volume 1

CSP A−020

MASTER

BOMBARDIER INC.
BOMBARDIER AEROSPACE COMMERCIAL AIRCRAFT
CUSTOMER SUPPORT

123 GARRATT BLVD., TORONTO, ONTARIO

CANADA M3K 1Y5

Copyright © 2000 − 2016 by Bombardier Inc.

All rights reserved. No part of this work may be reproduced or copied

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Initial Issue: Oct 31/2000

Revision 8: Jan 10/2016
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BOMBARDIER AEROSPACE
123 GARRATT BLVD. Bombardier Reference #:
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MAIL STOP: N42−25 FAX: (416) 375−4538 Date:
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RECORD OF REVISIONS

Record the date you insert and remove each Revision in your manual.

REV. ISSUE DATE INSERTED REV. ISSUE DATE INSERTED

NO. DATE INSERTED BY NO. DATE INSERTED BY

Rev.7 Nov 07/2003 Nov 07/2003 BCSG

Rev.8 Jan 10/2016 Jan 10/2016 BCSG

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TABLE OF CONTENTS

Subject Page

00−01−01 − SCOPE
− SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
− Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
− Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

00−02−01 − AIRCRAFT DESCRIPTION

− AIRPLANE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
− Section Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
− Standard Term Definitions and Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
− General Airplane Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
− Door Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

00−03−01 − AIRCRAFT PERFORMANCE

− AIRPLANE PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
− Section Contents. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
− Standard Day Temperature Chart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

00−04−01 − GROUND MANEUVERING

− GROUND MANEUVERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
− Section Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
− Notes on Section Four Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

00−05−01 − TERMINAL SERVICING

− TERMINAL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
− Section Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
− Aircraft Servicing Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
− Terminal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
− Ground Service Connection Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
− GROUND SERVICE CONNECTION DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
− Pneumatic Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
− Ground Electrical Power Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
− Preconditioned Airflow Requirements − Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
− Ground Towing Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

00−06−01 − OPERATING CONDITIONS

− OPERATING CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
− Community Noise Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

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Subject Page

00−07−01 − PAVEMENT DATA

− PAVEMENT DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
− Section Contents/Chart Explanations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
− FLEXIBLE PAVEMENT REQUIREMENTS − LCN CONVERSION. . . . . . . . . . . . . . . . . . . . . . . . 6
− RIGID PAVEMENT REQUIREMENTS − LCN CONVERSION . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
− RADIUS OF RELATIVE STIFFNESS (OTHER VALUES of E and L) . . . . . . . . . . . . . . . . . . . . . 12
− ACN−PCN REPORTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
− Aircraft Parameters for ACN Determination. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
− ACN Quick Reference Table − Flexible Pavement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
− ACN Quick Reference Table − Rigid Pavement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
− Development of ACN − Flexible Pavement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
− Development of ACN Charts − Rigid Pavement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

00−08−01 − DERIVATIVE AIRCRAFT

− DERIVATIVE AIRCRAFT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

00−09−01 − SCALED DRAWINGS

− SCALED DRAWINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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SCOPE

1. SCOPE

A. Purpose

This document provides standardized airplane characteristics data for use in general airport
planning for the Canadair Regional Jet Model CL−600−2B19. This planning manual includes data
for the CRJ100, CRJ100 ER, CRJ100 LR, CRJ 200 ER and CRJ200 LR.

Since operational practices vary among airlines, specific data should be coordinated with the user
airlines prior to facility design. For additional information, please contact Bombardier Aerospace.

Contents of this document reflect the results of a coordinated effort by representatives from the
following organizations:

• Aerospace Industries Association

• Airport Operators Council International

• Air Transport Association of America (ATA)

• International Air Transport Association (IATA).

B. Introduction

The content of this document is generally in accordance with Airport Planning Standards
Document NAS 3601, Revision 6.

It provides airplane characteristics for airport operators, airlines and engineering consultant
organizations. Since airplane changes and available options may alter the information, the data
presented herein must be regarded as subject to change. For further information, contact:
Director, Technical Publications Bombardier Inc. Bombardier Aerospace Regional Aircraft
Customer Services Mailstop N42−25 123 Garratt Blvd. Downsview ON M3K 1Y5 Canada

For further information, contact: Director, Technical Publications

Bombardier Inc.

Bombardier Aerospace Regional Aircraft

Customer Services

Mailstop N42−25

123 Garratt Blvd.

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Toronto, ON M3K 1Y5

Canada

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AIRCRAFT DESCRIPTION

1. AIRPLANE DESCRIPTION

A. Section Contents

This section includes information on:

• General airplane characteristics such as maximum take-off weights

• Airplane dimensions and ground clearances

• Cabin configurations and compartment cross-sections

• Passenger and service door clearances

• Cargo compartment dimensions and cargo door clearances.

B. Standard Term Definitions and Abbreviations

The following definitions are used throughout this document:

Maximum Design Taxi Weight (MTW). The maximum weight at which an aircraft can
move safely on the ground. It includes the
fuel for these displacements and the takeoff
run.

Maximum Design Landing Weight (MLW). The maximum approved weight at which an
aircraft can land.

Maximum Design Takeoff Weight (MTOW). The maximum approved weight at which an
aircraft can start a takeoff run.

Operational Empty Weight (OWE). The basic empty weight or the fleet empty
weight, added to the operational items.

Maximum Design Zero Fuel Weight (MZFW). The maximum weight of an aircraft before the
usable fuel is loaded on the aircraft.

Maximum Payload. Result of OWE subtracted from the MZFW.

Maximum Cargo Volume. The maximum space available for cargo.

Seating Capacity. The maximum number of passengers

specifically certified or anticipated for
certification.

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Usable Fuel. The usable fuel available for the aircraft

engines.

C. General Airplane Characteristics

Table 1 − Aircraft Characteristics

Model CL−600−2B19 CRJ100/200 CRJ100 ER CRJ100 LR CRJ200 ER CRJ200 LR

Engines 2 GE CF34 2 GE CF34 2 GE CF34 2 GE CF34 2 GE CF34

−3A1/−3B1 −3A1 −3A1 −3B1 −3B1

Mode Passenger Passenger Passenger Passenger Passenger

Maximum Seating Capacity 50 50 50 50 50

Maximum Pounds 47700 51250 53250 51250 53250

Design Taxi
Kilograms 21636 23247 24154 23247 24154
Weight
(MTW)

Maximum Pounds 44700 47000 47000 47000 47000

Design
Kilograms 20276 21319 21319 21319 21319
Landing
Weight
(MLW)

Maximum Pounds 47450 51000 53000 51000 53000

Design Take−
Kilograms 21523 23133 24041 23133 24041
Off Weight
(MTOW)

Operating Pounds 30500 30500 30500 30500 30500

Empty Weight
Kilograms 13835 13835 13835 13835 13835
(OWE)

Maximum Pounds 42200 44000 44000 44000 44000

Design Zero
Kilograms 19142 19958 19958 19958 19958
Fuel Weight
(MZFW)

Usable Fuel US Gallons 1400 2135 2135 2135 2135

Liters
5300 8081 8081 8081 8081

Maximum Pounds 11700 13500 13500 13500 13500

Payload 1
Kilograms 5307 6124 6124 6124 6124

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Model CL−600−2B19 CRJ100/200 CRJ100 ER CRJ100 LR CRJ200 ER CRJ200 LR

Maximum Cargo Volume 2

1Pleasenote that the maximum payload weight changes from flight to flight, as the OWE changes. (MZFW − OWE =
Max. Payload)

2Cargo volume varies according to cabin layout.

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General Airplane Dimensions (US Standard)

Figure 1

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General Airplane Dimensions (Metric)

Figure 2

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Ground Clearances
Figure 3

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Interior Configuration − North American Universal Layout

Figure 4

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Interior Configuration − European Universal Layout

Figure 5

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Interior Configuration − Custom Layout with Expanded Aft Storage

Figure 6

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Interior Configuration − Custom Layout for 48 Passengers

Figure 7

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Passenger Compartment Cross Section (US Standard)

Figure 8

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Passenger Compartment Cross Section (Metric)

Figure 9

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D. Door Clearances

The following door clearance data sheets provide the door size and location of the passenger and
cargo compartment doors.

The passenger door opens outward and downward and is manually controlled from inside or
outside the aircraft. In the fully-open position, the door is supported on the ground by a support
wheel assembly.

The cargo compartment door is a flush-fitting, plug-type door that opens inward and upward on
one set of tracks.

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Passsenger Door and Service Door Clearances

Figure 10

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Cargo Compartment Door Clearance (for North American Universal Layout)

Figure 11

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apm020803_01_fp_Sept 11, 2015

Cargo Compartment Door Clearance (for Euro. Univ. Layout/48 Pax Cust. Layout)
Figure 12

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−02−01
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apm020804_01_fp_Sept 11, 2015

Cargo Compartment Door Clearance (for Custom Layout with Exp. Aft Storage)
Figure 13

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−02−01
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**ON A/C ALL

AIRCRAFT PERFORMANCE

1. AIRPLANE PERFORMANCE

A. Section Contents

This section includes information on:

• Payload-range information for specific cruise altitudes and speeds

• Maximum permissible takeoff weight with takeoff flaps at 20 degrees

• FAR takeoff and landing field length requirements

• Maximum permissible landing weight (approach flaps at 20 deg. /landing flaps at 45 deg.)

• FAR landing runway length requirements with landing flaps at 45 degrees

• Landing speed (1.3 VS) with landing flaps at 45 degrees.

B. Standard Day Temperature Chart

Standard day temperatures for the altitudes shown in this section are tabulated below:

Standard Day Temperature Chart

Elevation Standard Day Temperature

Feet (ft) Meters (m) °F °C

0 0 59 15

2000 610 51.9 11.1

4000 1220 44.7 7.1

6000 1830 37.6 3.1

8000 2440 30.5 −0.8

10000 3050 23.3 −4.8

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−03−01
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apm030301_01_fp_Sept 11, 2015

Payload/Range for Long Range Cruise at 37 000 ft. (11 300 m) CRJ100
Figure 1

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−03−01
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apm030302_01_fp_Sept 11, 2015

Payload/Range for Long Range Cruise at 37 000 ft. (11 300 m) CRJ200 US (FAA) Requirements
Figure 2

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−03−01
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apm030303_01_fp_Sept 11, 2015

Payload/Range for Long Range Cruise at 37 000 ft. (11 300 m) CRJ200 EU (JAA) Requirements
Figure 3

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−03−01
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apm030304_01_fp_Sept 11, 2015

Payload/Range for Mach 0.80 Cruise at 37 000 ft. (11300 m) CRJ100

Figure 4

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−03−01
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apm030305_01_fp_Sept 11, 2015

Payload/Range for Mach 0.80 Cruise at 37 000 ft. (11 300 m) CRJ200 US (FAA) Requirements
Figure 5

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−03−01
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apm030306_01_fp_Sept 11, 2015

Payload/Range for Mach 0.80 Cruise at 37 000 ft. (11 300 m) CRJ200 EU (JAA) Requirements
Figure 6

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−03−01
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apm030401_01_fp_Sept 11, 2015

Max. Perm. Takeoff Weight (WAT Limit) − Takeoff Weight at 20 Deg. − CRJ100
Figure 7

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−03−01
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apm030402_01_fp_Sept 11, 2015

Maximum Permissible Takeoff Weight (WAT Limit) − Takeoff Flaps at 20 Degrees CRJ200
Figure 8

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−03−01
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 15.0 4.57
4.5

14.0
NOTE

13.0 4.0

CSP A−020 − MASTER

12.0

EFFECTIVITY: **ON A/C ALL

3.5
11.0

10.0 ) 3.0
48m
t (30
9.0 0f
00
10 )
43 8m 2.5
8.0 ft (2
8000 )

Figure 9
(18 29 m
7.0 6000 ft
m) 2.0
0 f t (1219

TAKEOFF DISTANCE − 1000 ft

40 0
6.0 0 m)
TAKEOFF DISTANCE − 1000 m

0 0 0 ft (61
C

2
AIRPORT PLANNING MANUAL

EVEL
5.0 SEA L
1.5

4.0
1.0
3.0 0.91
38.0 39.0 40.0 41.0 42.0 43.0 44.0 45.0 46.0 47.0 48.0 49.0 50.0 51.0 52.0 1000 lb

FAR Takeoff Runway Length Requirements − ISA Conditions − CRJ100

00−03−01
17.5 18.0 18.5 19.0 19.5 20.0 20.5 21.0 21.5 22.0 22.5 23.0 23.5 (1000 kg)

AIRCRAFT WEIGHT

apm030501_01, kp, Dec. 2, 2015

Page 10
Jan 10/2016
 10 3.0

9
NOTE

2.5
8

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL
7
m)
0 48
t (3 2.0
0f m)
00 8
6 10 243
0 ft (
800 m)
8 29
0 ft (1 )
5 600 21 9m
0 ft (1
400 m) 1.5
f t (610
0
200 EL

Figure 10
4 LEV
SEA
TAKE−OFF DISTANCE − 1000 m

TAKE−OFF DISTANCE − 1000 FT

3
C

1.0
AIRPORT PLANNING MANUAL

1 0.5
32 34 36 38 40 42 44 46 48 50 52 54

FAR Takeoff Runway Length Requirements − ISA Conditions − CRJ200

AIRCRAFT TAKEOFF WEIGHT (1000 LB)

00−03−01
15 16 17 18 19 20 21 22 23 24 25
AIRCRAFT TAKEOFF WEIGHT (1000 KG)

apm030502_02, kp, Dec. 2, 2015

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 15.0 4.57
4.5

14.0
NOTE

13.0 4.0

CSP A−020 − MASTER

12.0

EFFECTIVITY: **ON A/C ALL

3.5
11.0

10.0 3.0
m)
9.0 048
ft (3
000 2.5
10
8.0 )
m
(2 438
0 ft

Figure 11
7.0 800
)
29 m
0 0 0 ft (18 2.0

TAKEOFF DISTANCE − 1000 ft

6
TAKEOFF DISTANCE − 1000 m

6.0 m)
0 0 f t (1219
40
C

)
AIRPORT PLANNING MANUAL

(610 m
5.0 2000 ft
VEL 1.5
SEA LE
4.0
1.0
3.0 0.91

FAR Takeoff Runway Length Requirements − ISA + 8 C − CRJ100

38.0 39.0 40.0 41.0 42.0 43.0 44.0 45.0 46.0 47.0 48.0 49.0 50.0 51.0 52.0 1000 lb

00−03−01
17.5 18.0 18.5 19.0 19.5 20.0 20.5 21.0 21.5 22.0 22.5 23.0 23.5 (1000 kg)

AIRCRAFT WEIGHT

apm030503_02, kp, Dec. 2, 2015

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apm030503_01_fp_Sept 11, 2015

FAR Takeoff Runway Length Requirements − ISA + 8 C − CRJ200

Figure 12

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−03−01
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apm030506_01_fp_Sept 11, 2015

FAR Takeoff Runway Length Requirements − ISA + 15 C − CRJ100

Figure 13

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−03−01
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apm030505_01_fp_Sept 11, 2015

FAR Takeoff Runway Length Requirements − ISA + 15 C − CRJ200

Figure 14

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−03−01
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apm030508_01_fp_Sept 11, 2015

FAR Takeoff Runway Length Requirements − ISA + 20 C − CRJ100

Figure 15

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−03−01
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apm030507_01_fp_Sept 11, 2015

FAR Takeoff Runway Length Requirements − ISA + 20 C − CRJ200

Figure 16

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−03−01
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apm030509_01_fp_Sept 11, 2015

FAR Takeoff Runway Length Requirements − ISA + 30 C − CRJ100

Figure 17

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−03−01
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apm030510_01_fp_Sept 11, 2015

FAR Takeoff Runway Length Requirements − ISA + 30 C − CRJ200

Figure 18

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−03−01
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apm030601_01_fp_Sept 11, 2015

Max. Perm. Land. Weight − App. Flaps 20 Deg./Land. Flaps 45 Deg. − CRJ100
Figure 19

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−03−01
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apm030602_01_fp_Sept 11, 2015

Maximum Permissible Landing Weight (WAT Limit) − Approach Flaps at 20 Degrees/Landing Flaps at 45
Degrees − CRJ200
Figure 20

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−03−01
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APM030700_01_fp_Sept 11, 2015

FAR Landing Runway Length Requirements − Landing Flaps at 45 Degrees

Figure 21

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−03−01
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apm030800_01_fp_Sept 11, 2015

Landing Speed (1.3 VS) − Landing Flaps at 45 Degrees

Figure 22

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−03−01
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**ON A/C ALL

GROUND MANEUVERING

1. GROUND MANEUVERING

A. Section Contents

This section includes information on:

• Landing gear turning radii, including minimum turning radii

• Angles of visibility from the flight compartment

• Runway and taxiway turn paths

• Minimum holding bay (apron) widths.

B. Notes on Section Four Data

For ease of presentation, this data is derived from the theoretical limits imposed by the geometry
of the aircraft and, where noted, provides for the normal allowance of tire slippage. As such, the
data reflects the turning capability of the aircraft in favorable operating circumstances. This data
should only be used as a guideline for the method of determining turning capabilities and
maneuvering characteristics of the Regional Jet Model CL−600−2B19.

In the ground operating mode, varying airline practices may demand that more conservative
turning procedures be adopted to avoid excessive tire wear and reduce possible maintenance
problems. Airline operating technique performance levels will vary over a wide range of operating
circumstances. Variations from standard aircraft operating patterns may be necessary to satisfy
physical constraints within the maneuvering area, such as adverse grades, limited area or high
risk of jet blast damage. For these reasons, ground maneuvering requirements should be
coordinated with the using airlines prior to layout planning.

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−04−01
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apm040300_01_fp_Sept 11, 2015

Turning Radii, No Slip Angle

Figure 1

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−04−01
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apm040400_01_fp_Sept 11, 2015

Minimum Turning Radii

Figure 2

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−04−01
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apm040500_01_fp_Sept 11, 2015

Visibility from Flight Compartment in Static Position

Figure 3

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−04−01
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apm040601_01_fp_Sept 11, 2015

More Than 90 Degree Turn − Runway to Taxiway

Figure 4

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−04−01
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apm040602_01_fp_Sept 11, 2015

90 Degree Turn − Runway to Taxiway

Figure 5

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−04−01
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apm040603_01_fp_Sept 11, 2015

90 Degree Turn − Taxiway to Taxiway

Figure 6

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−04−01
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apm040700_01_fp_Sept 11, 2015

Runway Holding Bay (Apron)

Figure 7

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−04−01
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**ON A/C ALL

TERMINAL SERVICING

1. TERMINAL SERVICING

A. Section Contents

This section contains the data related to the preparation of an aircraft for flight from a terminal.
This data is provided to show the general types of tasks involved in terminal operations. Each
airline is special and can operate under have different operating conditions and practices, which
can result in changes in the operating procedures and time intervals to do the tasks specified.
Because of this, requirements for ground operations should be approved with the specified
airline(s) before ramp planning is started. This section is divided into the subsections that follow:

• Aircraft Servicing Arrangement

• Terminal Operations

• Ground Service Connection Locations

• Ground Service Connection Data

• Pneumatic Requirements

• Ground Electrical Power Requirements

• Preconditioned Airflow Requirements − Air Conditioning

• Ground Towing Requirements.

B. Aircraft Servicing Arrangement

Refer to Figure 1 for the aircraft servicing arrangement

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

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apm050200_01_fp_Sept 11, 2015

Airplane Servicing Arrangement

Figure 1

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−05−01
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C. Terminal Operation

Refer to Figure 2 and Refer to Figure 3 for the turnaround station or en route station operations.

NOTE: Turnaround time on a maximum of 48 to 50 passengers that disembark and embark

the aircraft with typical numbers of pieces of baggage unloaded and loaded.

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−05−01
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apm050301_01_fp_Sept 11, 2015

Terminal Operations − Turnaround Station

Figure 2

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−05−01
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apm050302_01_fp_Sept 11, 2015

Terminal Operations − En Route Station

Figure 3

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−05−01
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D. Ground Service Connection Locations

Refer to Figure 4 for the ground connection points. For servicing procedures, refer to the Aircraft
Maintenance Manual (CSP−A−001).

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−05−01
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apm050401_01_fp_Sept 11, 2015

Ground Service Connection Locations

Figure 4

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−05−01
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2. GROUND SERVICE CONNECTION DATA

Aircraft Connection Mating Ground Connector ITEM Ref.1

System Description Part # Supplier Part # ATA

AC External AC External MS90362−4 MIL SPEC MS25486−17 24−00−00

Power Connector

DC DC MS3506−1 MIL SPEC MS25488 24−00−00

EXTERNAL EXTERNAL
POWER RECEPTACLE

Oxygen Oxygen Fill 170080 PURITAN BENNETT 173784 12−00−00

Valve CORP AERO
173785
SYSTEMS
173773
OR
173778

Potable FILL Adapter 0071− KAISER 0031−0119 12−14−00

Water 0037−3 ELECTROPRECISION

Lavatory NIPPLE 10101B577− KAISER M2651−133−3 12−15−00

Waste ASSEMBLY 1 ELECTROPRECISION

Refuel/ FUEL/ 2770082− MIL SPEC MIL−N− (Standard

Defuel DEFUEL 101 5877D Commercial
ADAPTER Part)
(SAE−
ASSEMBLY
AS5877)
AND
MS24484−2

HEATING/ CONNECTOR 601R96170− LIEBHERR− MIL SPEC 12−00−00

AIR 9 AEROSPACE
CONDITIONING TOULOUSE SAS

ENGINE (USE SAME CONNECTIONS AS HEATING/AIR CONDITIONING) 12−30−00

STARTING

HYDRAULIC QUICK AE99147E AEROQUIP CORP AE99148E 12−13−00

POWER DISCONNECT AEROSPACE
AE99118G AE99119G
ASSEMBLY DIVISION
AE99147J AE99148J

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−05−01
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Aircraft Connection Mating Ground Connector ITEM Ref.1

System Description Part # Supplier Part # ATA

GROUNDING GROUNDIND MS90298−2 MIL SPEC MS3493−4 (Standard

STUD Commercial
RECEPTACLE Part)

1
ITEM refers to the Illustrated Tool and Equipment Manual (CSP−A−007), available from
Bombardier. It contains data on ground support equipment that is approved for this aircraft.

Ground Service Connection Location

DISTANCE AFT OF DISTANCE FROM AIRPLANE HEIGHT ABOVE

NOSE CENTERLINE GROUND

RIGHT SIDE LEFT SIDE NOMINAL

ft — in m ft — in m ft — in m ft — in m

HYDRAULIC SYSTEMS 1

System No.1 67 − 0 20.42 − − 1−4 0.41 4−8 1.42

System No.2 67 − 0 20.42 1−4 0.41 − − 4 −8 1.42

System No.3 56 − 2 17.12 3−7 1.09 − − 4 −1 1.25

ELECTRICAL SYSTEMS

AC 4−5 1.35 1−3 0.38 − − 3−8 1.12

DC 62 − 11 19.17 3−6 1.07 − − 5−4 1.63

FUEL SYSTEM 2

Pressure 34 − 6 10.52 3 − 10 1.17 − − 3 − 10 1.17

Fuel/Defuel
Adapter

Fuel/Defuel 29 − 5 8.97 3−7 1.09 − − 4−9 1.45

Control Filler

Right Side 42 − 7 12.98 15 − 8 4.78 − − 4−5 1.35

Gravity Filler

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−05−01
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DISTANCE AFT OF DISTANCE FROM AIRPLANE HEIGHT ABOVE

NOSE CENTERLINE GROUND

RIGHT SIDE LEFT SIDE NOMINAL

ft — in m ft — in m ft — in m ft — in m

Left Side 42 − 7 12.98 − − 15 − 8 4.78 4−5 1.35

Gravity Filler

Center Tank 35 − 10 11.18 4 − 10 1.47 − − 4−8 1.42

Gravity Filler

PNEUMATIC SYSTEM

High 57 − 0 17.37 − − 1 − 10 0.56 4−3 1.29

Pressure
Connection

Preconditioned 56 − 6 17.22 1 − 10 0.56 − − 3−5 1.04

Air Service
Connection

POTABLE WATER SYSTEM 3

Forward 17 − 10 5.44 3−2 0.97 − − 4−4 1.32

Service
Connection

AFT Service 56.5 17.20 3−7 1.09 − − 4−9 1.45

Connection

LAVATORY SYSTEM 4

Toilet Service 53 − 7 16.33 2−7 0.79 − − 3−8 1.12

Connection

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−05−01
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DISTANCE AFT OF DISTANCE FROM AIRPLANE HEIGHT ABOVE

NOSE CENTERLINE GROUND

RIGHT SIDE LEFT SIDE NOMINAL

ft — in m ft — in m ft — in m ft — in m

1
Service panels containing pressure and test stand connections and reservoir fill connections.
2
Pressure service point in right wing leading edge at 50±5 psi (±344kPa) at 125 gpm (473 Lpm).±
3
Total tank capacity
• Forward tank U.S. gallons (18.93 liters) − Optional 8 U.S. gallons (30.08 liters)
• Aft tank 5 U.S. gallons (18.93 liters)
4
Maximum holding capacity 18.50 U.S. gallons (70.0 liters)
Fluid quantity per flush 1.85 U.S. gallons (7.0 liters)
Chemical per charge 2.30 U.S. gallons (8.7 liters).

A. Pneumatic Requirements

Refer to Figure 5 for the ground air supply requirements for engine starting. Refer to AMM
71−00−00−868−806 − Engine Start (with external air) for more details.

Ground Pneumatic Power Requirements − Engine Starting

Ground Air Supply − Requirements for cooling and Heating

Requirements Pressure Airflow Temperature

To Provide Starter Air Pressure 45 psi (310.26 kPa)

maximum
Condition:
1. Time allowed during start
(to starter cutout) is 60
seconds.
2. Time−to−IDLE on ground
45 seconds minimum.
3. No bleed air extraction is
permitted during start
sequence.

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−05−01
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apm050500_01_fp_Sept 11, 2015

Engine Starting Pneumatic Requirements

Figure 5

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−05−01
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B. Ground Electrical Power Requirements

The external power system is used to connect AC electrical power from a ground power
connection. External AC can be used to power the complete AC distribution system or only those
buses that provide power to the passenger compartment. The tables show the external AC power
requirements data, and the external power quality limitations.

Refer to table 1 for the External AC Power Requirements.

Refer to table 2 for the External Power Quantity Limitations.

Refer to table 3 for the External DC Power Requirements.

Table 1 − External AC Power Requirements

VOLTAGE FREQUENCY PHASE KVA

115/200Vac 400Hz 3−PHASE 30KVA minimum

NOTE: 3−Phase power input is required to the external AC power receptacle.

Table 2 − External Power Quantity Limitations

PARAMETER SETTING LIMIT RESPONSE TIME

Overvoltage (High) 150V±2% <0.25 Sec

Overvoltage (Normal) 124V±2% 0.75±0.25 Sec

Undervoltage 106V±2% 6.00±0.75 Sec

Overfrequency 430 Hz±2% <0.25 Sec

Underfrequency 370 Hz±2% <0.25 Sec

Phase Sequence A−B−C <0.25 Sec

Table 3 − External DC Power Requirements

VOLTAGE Amperage

28Vdc 150A (continuous 1500A peak)

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

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C. Preconditioned Airflow Requirements − Air Conditioning

The air supply requirements for air conditioning and airflow requirements are shown in the

Ground Air Supply − Requirements for Cooling and Heating table 1.

.

Table 1 − Ground Air Supply − Requirements for Cooling and Heating

REQUIREMENT PRESSURE AIRFLOW TEMPERATURE

TO COOL CABIN TO 80°F 35 PSIG 60 lb/min Less than

(26.67°M) 400°F
(241.32 kPa) (27.2 kg/min)
(204.4°C)

Conditions:
• Initial cabin temp. is 103°F
(39.44°C)
• Outside air temp. is 103°F
(39.44°C)
• Galley is off
• Auto full cold, two packs
• Total of 54 crew and
passengers

TO HEAT CABIN TO 75°F 35 PSIG 70 lb/min 300 − 400°F

(23.89°C)
(241.32 kPa) (31.75 kg/min) (148.9 −
204.4°C)

Conditions:
• Initial cabin temp. is 0°F
(−17.78°C)
• Outside air temp. is 0°F
(−17.78°C)
• Cloudy day
• Auto full hot, two packs
• No crew and passengers

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−05−01
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apm050700_01_fp_Sept 11, 2015

Preconditioned Airflow Requirements

Figure 6

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−05−01
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D. Ground Towing Requirements

Refer to Figure 7 for the ground towing requirements.

CSP A−020 − MASTER

EFFECTIVITY: **ON A/C ALL

00−05−01
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apm050800_01_fp_Sept 11, 2015

Ground Towing Requirements

Figure 7

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OPERATING CONDITIONS

1. OPERATING CONDITIONS

This section contains data on the engine intake and exhaust dangerous areas.

Refer to Figure 1 for the zones and distances that should be considered dangerous during engine
operation.

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Jet Engine Danger Areas (GE CF34−3A1/3B1 Engines)

Figure 1

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Auxiliary Power Unit (APU) Exhaust Danger Areas

Figure 2

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A. Community Noise Levels

The community noise levels shall comply with the requirements of FAR 36 Stage 3, ICAO Annex
16, Chapter 3; and CAM Chapter 516.

Certificated noise levels, divided by Maximum Design Take-Off Weight (MTOW) and engine type,
are listed in the tables below. Tables include effective perceived noise levels (EPNdB), noise
limits and margins of compliance.

Compliance was tested under the following conditions:

TAKE−OFF and SIDELINE NOISE APPROACH NOISE

Climb speed V2+10 KIAS Glideslope 3 degrees

Flaps 20 degrees Landing Gear Down

APU OFF Approach speed VREF+10 KIAS

A/C Packs OFF Flaps 45 degrees

Wing Cowl Anti ice OFF APU OFF

Thrust Normal A/C Packs OFF

Wing Cowl Anti-Ice OFF

No thrust cut-back was required and no special noise abatement procedures were used during
testing.

All noise level values are stated for reference conditions of standard atmospheric pressure at sea
level, 25°C (77°F) ambient temperature, 70% relative humidity, and zero wind.

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Community Noise Levels

CRJ100/200

47450 lb / 21523 kg MTOW − 44700 lb / 20276 kg MLW

with GE CF34−3A1 Engines with GE CF34−3B1 Engines

Phase of Takeoff/ Sideline/ Approach Takeoff/ Sideline/ Approach

Flight −>
Flyover Lateral Flyover Latera

Actual 76.3 82.4 92.4 75.5 82.6 92.3

Noise
Level in
EPNdB

Maximum 89.0 94.0 98.0 89.0 94.0 98.0

Allowable
Requirement
(dB)

Margin −12.7 −11.6 −5.6 −13.5 −11.4 −5.7

(dB)

CRJ100 ER/200 ER

51000 lb / 23133 kg MTOW − 47000 lb / 21319 kg MLW

with GE CF34−3A1 Engines with GE CF34−3B1 Engines

Phase of Takeoff/ Sideline/ Approach Takeoff/ Sideline/ Approach

Flight −>
Flyover Lateral Flyover Latera

Actual 78.6 82.2 92.1 77.6 82.4 92.1

Noise
Level in
EPNdB

Maximum 89.0 94.0 98.0 89.0 94.0 98.0

Allowable
Requirement
(dB)

Margin −10.4 −11.6 −5.9 −11.4 −11.6 −5.9

(dB)

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CRJ100 LR/200 LR

53000 lb / 23995 kg MTOW − 47000 lb / 21319 kg MLW

with GE CF34−3A1 Engines with GE CF34−3B1 Engines

Phase of Takeoff/ Sideline/ Approach Takeoff/ Sideline/ Approach

Flight −>
Flyover Lateral Flyover Latera

Actual 79.8 82.2 92.1 78.7 82.4 92.1

Noise
Level in
EPNdB

Maximum 89.0 94.0 98.0 89.0 94.0 98.0

Allowable
Requirement
(dB)

Margin −9.2 −11.8 −5.9 −10.3 −11.6 −5.9

(dB)

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PAVEMENT DATA

1. PAVEMENT DATA

A. Section Contents/Chart Explanations

This section provides information on a variety of pavement−related data including; aircraft

footprints, pavement loading during standard operations, and airplane/pavement rating systems.

Figure 1 presents basic data on the landing gear footprint configuration, maximum design taxi
loads and tire sizes and pressures.

Maximum pavement loads for certain critical conditions at the tire-ground interfaces are shown in
Figure 2.

In the charts presented in Figure 3 to paragraph 3. each airplane configuration is depicted with a
variety of standard operating loads imposed on the main landing gear to aid in the interpolation
between the discrete values shown. All curves for any single chart represents data at a constant
tire pressure which will produce a tire deflection of 32 percent at the maximum design taxi weight
shown.

Pavement requirements for commercial airplanes are customarily derived from the static analysis
of loads imposed on the main landing gear struts. The chart in Figure 3 is provided in order to
determine these loads throughout the stability limits of the airplane at rest on the pavement.
These main landing gear loads are used to enter the pavement design charts which follow,
interpolating load values where necessary.

Rigid pavement design curves presented in Figure 5 have been prepared with the use of the
Westergaard Equation in general accordance with the procedures outlined in the 1955 edition of
"Design of Concrete Airport Pavement" published by the Portland Cement Association, 5420 Old
Orchard Rd. Skokie, IL 60077, but modified to the new format described in the 1968 Portland
Cement Association (PCA) publication, Operation Instructions "Computer Program for Concrete
Airport Pavement Design" (Program PDILB) By Robert G. Packard.

The following procedure is used to develop rigid pavement design curves shown in Figure 5.

• Having established the scale for pavement thickness to the left and the scale for the
allowable working stress to the right, an arbitrary load line is drawn representing the main
landing gear maximum weight to be shown.

• All values of the subgrade modulus (k-values) are then plotted.

• Additional load lines for the incremental values of weight on the main landing gear are then
established on the basis of the curve for k=300 lbf/in3 (80 MN/m3), already established.

All Load Classification Number (LCN) curves where shown have been plotted from data in the
International Civil Aviation Organization (ICAO) Document 7290−AN/865/2, Aerodrome Manual,
Part 2, "Aerodrome Physical Characteristics", 2nd Edition, 1965.

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On the same charts showing LCN versus equivalent single wheel load (ESWL), there are load
plots for the CL−600−2B19. The charts show the ESWL versus the pavement thickness for
flexible pavements and versus the radius of relative stiffness for rigid pavements.

Procedures and curves provided in the ICAO Aerodrome Manual − Part 2, Chapter 4 are used to
determine ESWL for use in making LCN conversion of rigid pavement requirements.

NOTE: Pavement requirements are presented for loads, tires and tire pressures presently
certified for commercial usage. All curves represent data at a constant specified tire
pressure.

The ACN/PCN system as referenced in Amendment 35 to ICAO Annex 14, "Aerodromes", 7th
Edition, June 1976, provides a standardized international airplane/pavement rating system
replacing the various S, T, TT, LCN, AUW, ISWL, etc., rating systems used throughout the world.

Paragraph 5. introduces the basic ACN−PCN (aircraft/pavement) rating system and analysis
procedure.

Paragraph 5.B. provides a quick reference table for ACN data for flexible pavements. This
information is presented in a graph format in Figure 9.

Background information on the determination of ACNs for flexible pavements is presented in

paragraph 5.D. and Figure 11.

Paragraph 5.C. provides a quick reference table for ACN data for rigid pavements. This
information is presented in a graph format in Figure 10.

Background information on the determination of ACNs for rigid pavements is presented in

paragraph 5.E. and Figure 12.

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Footprint
Figure 1

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Maximum Pavement Load

Figure 2

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Landing Gear Load on Pavement

Figure 3

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2. FLEXIBLE PAVEMENT REQUIREMENTS − LCN CONVERSION

In order to determine the airplane weight that can be accommodated on a particular flexible airport
pavement, both the LCN of the pavement and the thickness (p) of the pavement must be known.

In the example shown in Figure 4, the flexible pavement thickness = 10, and the LCN = 18.

For this condition the weight on the main landing gear is 19127 pounds (8676 kg).

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Flexible Pavement Requirements − LCN Conversion

Figure 4

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Rigid Pavement Requirements − Portland Association Design

Figure 5

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3. RIGID PAVEMENT REQUIREMENTS − LCN CONVERSION

In order to determine the airplane weight that can be accommodated on a particular rigid airport
pavement, both the LCN of the pavement and the radius of relative stiffness must be known.

In the example shown in Figure 7, the radius of relative stiffness = 30, and the LCN = 19.

For these conditions the weight on the main landing gear is 38254 pounds (17352 kg).

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Radius of Relative Stiffness − Table

Figure 6

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Rigid Pavement Requirements − LCN Conversion

Figure 7

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4. RADIUS OF RELATIVE STIFFNESS (OTHER VALUES of E and L)

The table of Figure 8 presents L−values based on Young’s modulus (E) of 4000000 psi and Poisson’s
ratio (μ) of 0.15. For convenience in finding L−values based on other values of E and μ, the curves of
Figure 8 are included. For example, to find an L−value based on an E of 3000000 psi, the ’E’ factor
0.931 is multiplied by the L−value found in the table of Figure 8. The effect of variations of μ on the
L−value is treated in a similar manner.

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Radius of Relative Stiffness − Chart

Figure 8

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5. ACN−PCN REPORTING SYSTEM

The ACN value (Aircraft Classification Number) is a number which expresses the relative structural
effect of an aircraft on different pavement types for specified standard subgrade strengths in terms of a
standard single wheel load. The PCN value (Pavement Classification Number) is a number which
expresses the relative load carrying capacity of a pavement in terms of a standard single wheel load.

The computation of ACN values will rarely, if ever, be required by anyone other than aircraft
manufacturers. Although ACN calculation materials are presented in this manual, airport planners are
cautioned that these materials are not to be used to calculate ACNs.

Pavement evaluation and calculation using the PCN method is, however, left to the airport planner. The
eventual results of their evaluation appear as a PCN code combination with a numeric value followed
by the PCN codes.

Full PCN Code Format

PCN Pavement Type Subgrade Tire Pressure Evaluation

Category Category Method

Numerical value R − Rigid A − High W − No limit T − Technical

B − Medium X − To 217 psi

(1.5 MPa)

F − Flexible C − Low Y − To 145 psi U − Using Aircraft

(1.0 MPa)

D − Ultra Low Z − To 73 psi (0.5

MPa)

The PCN value is for reporting pavement strength only. The PCN value cannot be used for pavement
design or as a substitute for evaluation. Pavement design and evaluation are complex engineering
problems which require detailed analysis. They cannot be reduced to a single number.

Once a PCN number has been determined and published, it can be compared with an aircraft’s ACN.
An aircraft that has an ACN equal to or less than the PCN of a given pavement can operate without
restriction on the pavement. (Ref: ICAO State Letter AN 4/1.1.17−80/9. Ref: US FAA Advisory Circular
150/5335−5 15/06/83).

A. Aircraft Parameters for ACN Determination

The following parameters were used the determination of the ACNs of the Canadair Regional Jet
Model CL−600−2B19

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Aircraft Type Aircraft Weight Load Standard Aircraft

on
Tire pressure
one
main
Loaded Unloaded
gear
leg

lbs kgs % psi MPa psi MPa

CRJ100/200 44000 19958 46.5 161 1.10 168 1.16

CRJ100 ER/200 ER 51250 23246 46.5 162 1.11 169 1.16

CRJ100 LR/200 LR 53250 24154 46.5 168 1.16 175 1.20

B. ACN Quick Reference Table − Flexible Pavement

See paragraph 5.D. for more information on the development of ACNs for flexible pavement.

Aircraft Type ACN relative to Flexible Pavement subgrades

High Medium Low Very Low

CBR=15% CBR=10% CBR=6% CBR=3%

CRJ100/200 10.8 11.3 12.8 14.1

CRJ100 ER/200 ER 12.5 13.2 14.9 16.2

CRJ100 LR/200 LR 13.2 14.0 15.8 17.0

C. ACN Quick Reference Table − Rigid Pavement

See paragraph 5.E. for more information on the development of ACNs for rigid pavement.

Aircraft Type ACN relative to Rigid Pavement subgrades

High Medium Low Very Low

K=150 K=80 K=40 K=20
MN/m2 MN/m2 MN/m2 MN/m2

CRJ100/200 12.2 13.0 13.6 14.0

CRJ100 ER/200 ER 14.2 15.0 15.7 16.2

CRJ100 LR/200 LR 15.6 16.3 16.9 17.5

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Aircraft Type ACN relative to Rigid Pavement subgrades

High Medium Low Very Low

K=150 K=80 K=40 K=20
MN/m2 MN/m2 MN/m2 MN/m2

NOTE: The ACN for the CJR100/200 standard version was calculated using a
taxi weight of 44 000 pounds (19 958 kg). The published maximum taxi
weight (MTW) of the CRJ100/200 is 47 700 pounds (21 636 kg).

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Aircraft Classification Number − Flexible Pavement Chart

Figure 9

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Aircraft Classification Number − Rigid Pavement Chart

Figure 10

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D. Development of ACN − Flexible Pavement

The following procedure is used to develop the flexible pavement ACN charts such as that shown
in Figure 9.

(1) Determine the percent of weight on the main gear to be used in steps (2), (3), and (4) below.
It is the maximum aft center of gravity (cg) position which yields the critical loading on the
critical gear Refer to Figure 3. This cg position is used to determine the main gear loads at
all gross weights of the model being considered.

(2) Establish a flexible pavement requirements chart using the S−77−1 design method such as
shown on the right hand side of Figure 11. Use standard subgrade strengths of CBR 3, 5,
10, and 15 percent and 10000 coverages.

(3) Determine reference thickness values from the pavement requirement chart of step (2) for
each standard subgrade strength and gear loading.

(4) Enter the reference thickness values into the ACN Flexible Pavement Conversion Chart
shown on the left hand side of Figure 11 to determine the ACN. This chart was developed
using the S−77−1 design method with a single tire inflated to 168 psi (1.16 MPa) pressure
and 10000 coverages. The ACN is two times the derived single wheel load expressed in
thousands of kilograms. These values of ACN are then plotted as a function of aircraft
gross weight such as shown in Figure 9.

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Development of ACN − Flexible Pavement

Figure 11

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E. Development of ACN Charts − Rigid Pavement

The following procedure is used to develop the rigid pavement ACN chart shown in Figure 9.

(1) Determine the percentage of weight on the main gear to be used in steps (2), (3), and (4). It
is the maximum aft center of gravity (cg) position which yields the critical loading on the
critical gear Refer to Figure 3. This cg position is used to determine main gear loads at all
gross weights of the model being considered.

(2) Establish a rigid pavement requirements chart using the PCA computer program PDILB
shown on the right hand side of Figure 12. Use standard subgrade strengths of k = 75, 150,
300 and 550 lbf/in3 (nominal values for k = 20, 40, 80 and 150 MN/m3). This chart provides
the same thickness values as that of Figure 5.

(3) Determine reference thickness values from the pavement requirements chart of step (2) for
each standard subgrade strength and gear loading at 300 psi working stress (nominal value
for 2.07 MPa working stress).

(4) Enter the reference thickness values into the ACN Rigid Pavement Conversion Chart shown
on the left hand side of Figure 12 to determine ACN. This chart was developed using the
PCA computer program PDILB with a single tire inflated to 168 psi (1.16 MPa) pressure and
working stress of 300 psi (2.07 MPa). The ACN is twice the derived single wheel load
expressed in thousands of kilograms. These values of ACN are then plotted as a function of
aircraft gross weight as shown in Figure 10.

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Development of ACN − Rigid Pavement Chart

Figure 12

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DERIVATIVE AIRCRAFT

1. DERIVATIVE AIRCRAFT

Canadair Regional Jet Series 700.

The CRJ700 is the most recent addition to the Canadair Regional Jet family. Although not a linear
derivative of the CRJ100/200, the 70 − passenger CRJ700 maintains significant design commonalities
with the other members of the family, while offering greater range and increased passenger capacity.

For more information on airport planning for the CRJ700, refer to the Canadair Regional Jet Series 700
Airport Planning Manual, or contact Bombardier Aerospace Regional Aircraft.

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SCALED DRAWINGS

1. SCALED DRAWINGS

This section contains the scaled drawings. They can be used to plan and to verify runway, ramp and
maintenance facility layouts.

Refer to Figure 1 for the US Standard scaled drawing.

Refer to Figure 2 for the Metric scaled drawing.

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Scaled Drawing (US Standard)

Figure 1

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Scaled Drawing (Metric)

Figure 2

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