Question 1
What is the minimum oxygen pressure required for dispatch with two cockpit crewmembers?
Correct Answer:
807 psi
Explanation:
The minimum oxygen pressure required for dispatch with two cockpit crewmembers is established to ensure that there is sufficient oxygen available for both pilots to breathe in case of cabin depressurization. The requirement for 807 psi reflects the regulatory and safety standards set for commercial aviation. This pressure ensures that both crewmembers have an adequate supply of oxygen for emergency situations, considering the duration and altitude at which the aircraft operates. In the context of the CRJ550, maintaining a pressure above this threshold provides a critical margin for safety, as it allows for the provision of supplemental oxygen if necessary during flight operations. While the other pressure levels may represent varying capacities of oxygen systems, they do not meet the specific requirement needed to ensure the safety and wellbeing of both pilots in the event of an emergency.
Question 2
If the APU electric fuel pump fails while the APU is running, what will happen?
Correct Answer:
Continue to run but it will not start once it is shutdown
Explanation:
When the APU electric fuel pump fails while the APU is running, the system is designed to have a fuel supply mechanism that allows the APU to continue operating normally for a certain period. The APU typically relies on both an electric fuel pump and a mechanical fuel pump to supply fuel. If the electric fuel pump fails but the APU is already running, the mechanical pump can continue to draw fuel from the tank, ensuring the APU does not shut down immediately. However, if the APU is subsequently shut down, the failure of the electric fuel pump means it would not be able to restart the APU because it relies on that electric pump for starting. Therefore, while it will continue to run with the existing fuel supply, once it is shut off, it cannot restart without the electric fuel pump functioning. This understanding illustrates the redundancy built into the APU systems, allowing for continued operation even if one part fails, but highlighting the importance of the electric pump for restart capabilities.
Question 3
At what RPM does the APU starter cut out?
Correct Answer:
46%-60%
Explanation:
The APU starter is designed to cut out when the APU reaches an operational RPM that is sufficient for it to sustain itself without the need for starter assistance. This cutout typically occurs in the range of 46% to 60%. Once the APU RPM reaches this threshold, the starter disengages, allowing the APU to function independently. This operational range ensures that the APU can produce the necessary pneumatic power and electrical energy for aircraft systems without putting unnecessary strain on the starter. Understanding this RPM range is crucial for ensuring proper operation and startup procedures for the auxiliary power unit.
Question 4
Is the APU capable of supplying bleed-air to the anti-ice system?
Correct Answer:
No, the APU is unable to supply bleed-air to the anti-ice system
Explanation:
The auxiliary power unit (APU) on the CRJ550 does not have the capability to supply bleed-air to the anti-ice system. This is because the APU's primary function is to provide electrical power and pneumatic pressure for engine starting and cabin conditioning while on the ground. When it comes to the anti-ice system, the aircraft relies on bleed-air from the engines, which is specifically designed to meet the high demands of this critical system in terms of temperature and pressure. Using engine bleed-air is essential for effective anti-icing performance, as it ensures adequate thermal energy is delivered to the required surfaces to prevent ice accumulation. The engines are designed to provide the necessary bleed-air at the appropriate temperature, which is crucial for the proper functioning of the anti-ice system.
Question 5
When the TOGA switch is activated on the ground, what is one effect?
Correct Answer:
Disconnects autopilot
Explanation:
Activating the TOGA (Takeoff/Go-Around) switch on the ground primarily serves to disconnect the autopilot. This is an important safety feature because the pilot must have complete control of the aircraft during critical phases such as takeoff and go-around. Engaging TOGA provides maximum thrust from the engines, but if the autopilot is still engaged, it could interfere with pilot commands, especially during these moments when precise control and responsiveness are crucial. While other options may sound plausible in different contexts or phases of flight, they're not the primary function of the TOGA switch when engaged on the ground. Reverse thrust would not be activated in this scenario as TOGA is intended for forward propulsion and control, not deceleration. Similarly, increasing drag or raising the landing gear are not outcomes associated with TOGA activation; these actions pertain to different flight operations. Overall, the disconnection of the autopilot allows pilots to manage the takeoff or go-around phase without the potential complications of an automated flight system, ensuring they have direct control.
Question 1
Exam overview

About this Exam

 

The CRJ550 Systems Knowledge Exam is a critical assessment for pilots seeking to operate the Canadair Regional Jet 550. This certification exam verifies that a candidate has mastered the intricate details of the aircraft’s mechanical, electrical, and avionic systems. It is specifically designed for commercial pilots who are undergoing initial type rating training, upgrading from First Officer to Captain, or transitioning from another aircraft type within a regional airline fleet. Successfully passing this examination demonstrates the technical competency required for safe and efficient flight operations in this modern regional jet. It is a foundational hurdle that must be cleared before advancing to flight simulator training.

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Additional Information

What the Course Entails and Exam Details

This examination course requires a comprehensive understanding of every major component and subsystem of the CRJ550. The core topics covered during study include detailed logic on the Air Conditioning and Pressurization systems, the entire Electrical system including AC/DC power generation and distribution, and the detailed functionality of the Fuel system, including cross-bleed and transfer logic. Furthermore, candidates must master the intricacies of the Hydraulic systems (System 1, 2, and 3) and their interaction with the Flight Controls. Significant attention is placed on the Powerplant (CF34 engines), including the FADEC controls, thrust reversers, and engine limitations. Other essential areas of focus are the Pneumatic systems, Fire Protection, Ice and Rain protection, and the advanced Integrated Avionics suite. Candidates are also tested heavily on interpreting warnings and cautions provided by the Crew Alerting System (CAS).

 

 

What to Expect in the Final Exam

The final CRJ550 Systems Knowledge Exam is typically administered as a computer-based, multiple-choice assessment. Candidates can generally expect to face between 75 and 100 questions. The questions are designed to be thorough, assessing not just recall, but also the ability to apply system logic to specific operational scenarios. The passing score is rigorous, usually requiring a candidate to achieve 80% or higher, reflecting the high safety standards of the airline industry. A specific time limit is enforced, often allowing around two hours for completion, which requires a steady and efficient pace. This examination is strictly closed-book, meaning no manuals, notes, or reference materials are permitted during the test.

How to Study and Exam Centers

Preparation for this exam demands structured study and repetition. The most effective strategy is to meticulously review the specific Aircraft Flight Manual (AFM) and Computer-Based Training (CBT) modules provided by your training organization. Visual learners benefit greatly from utilizing systems flow diagrams to visually trace how different components and systems interact with each other, especially for hydraulics and electrics. Memorizing system limitations and specific memory items is paramount. One of the most recommended and effective tools for success is using high-quality CRJ550 practice exams; these allow you to familiarize yourself with the question formatting, identify knowledge gaps, and practice time management. This exam is typically not taken at public testing sites like Pearson VUE. Instead, it is almost exclusively administered at specialized airline training facilities, authorized flight academies, or large aviation training centers such as CAE or FlightSafety International, often occurring at the conclusion of the systems ground school phase of training.

 

 

Job Opportunities from the Course

Successfully mastering the CRJ550 systems and passing the knowledge exam is a mandatory step that unlocks significant career paths within the regional airline sector. This qualification directly enables specific pilot roles.

  • CRJ550 First Officer for Regional Airlines
  • CRJ550 Captain (following experience and requisite hours)
  • Aviation Ground Instructor (specializing in CRJ systems)
  • Airline Simulator Instructor
  • Aircraft Technical Support Specialist (for aviation organizations)
  • Corporate or Charter Pilot (operating corporate configurations of the CRJ)

 

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