Bombardier Bombardier CRJ100/200
14 parts applicable to this airframe — regional
| Part Number | Status |
|---|---|
| 624907B | PMA |
| 848847 | OEM |
| 852D100-23/-25 | |
| 852D10019 | OEM |
| 852D10021 | OEM |
| 853D100-23/-24 | |
| 854D100-23/-24 | |
| 855D10011 | |
| 855D1009 | |
| 857SD100-1 | PMA |
| 865D1007 | OEM |
| 887055 | OEM |
| AE87771G | |
| CL6002B19 | OEM |
Top Replacement-Prone Parts(7)
From FAA SDR — directional buying signal, not a failure rate
| Part # | Propensity | SDRs |
|---|---|---|
| 865D1007 | 100% | 116 |
| 848847 | 100% | 95 |
| 852D10019 | 100% | 54 |
| 852D10021 | 100% | 28 |
| 855D1009 | 99% | 347 |
| 855D10011 | 99% | 119 |
| 887055 | 98% | 56 |
* Structural ATA chapters use FAA K-code change rate. Verb-based propensity is suppressed there because "REPAIRED" in the SDR text usually refers to the airframe being repaired around the part.
Utilization & cargo trend(US carriers, 2015–2025)
CRJ family rollup — BTS T-100, domestic + international
US carriers only (BTS T-100, domestic + international segments) — foreign-carrier flying is excluded, so global utilization runs higher. Fleet size is reconstructed from the FAA registry (built on or before each year, not yet deregistered) — an approximation. Freighter share counts departures with zero passengers and freight aboard — a proxy for freighter/combi operations, not a tail-by-tail conversion count. Missing years render as gaps.
USM supply — retirements & teardowns(2023–2026)
CRJ family — FAA registry deregistrations
FAA registry data. Domestic deregistration is a teardown proxy — it also captures re-registrations and some unflagged exports, so it is not a confirmed part-out count; exported aircraft left the US fleet intact and are not USM supply. ATA shares reflect where this directory's parts for the family concentrate (parts in parentheses) — a coverage signal, not the aircraft's bill of materials or a teardown-yield forecast.
Engine-program supply pressure(since 2023)
FAA registry — US-registered fleet
Engines account for roughly half of all MRO spend, so engine programs shedding aircraft are where retirement supply carries the most value.
| Engine model | Active tails | Engine units | Retired since ’23 | Exported | Avg age at dereg |
|---|---|---|---|---|---|
| GE CF34 series | 676 | 1,352 | 87 | 38 | 23.4 yr |
| GE CF34-3B1 | 96 | 192 | 13 | 14 | 20.9 yr |
| GE CF34-8C5 | 270 | 540 | 5 | 0 | 19.2 yr |
| GE CFM56 series | 29 | 58 | 5 | 3 | 26.4 yr |
| GE CF34-8C5B1 | 132 | 264 | 4 | 0 | 23 yr |
| GE CF34-3A | 15 | 30 | 2 | 0 | 35.5 yr |
| GE CF-34-1A | 13 | 26 | 1 | 0 | 23 yr |
| GE CF6-50 series | 9 | 26 | 1 | 3 | 43 yr |
FAA registry data, US-registered aircraft only. Counts reflect the engine model as registered — generic “series” rows coexist with thrust-variant rows, so per-variant figures are partial. Retired = domestic deregistrations (a teardown proxy, not a confirmed part-out); exported aircraft left the US fleet intact. Active tails span every family the engine flies on, not just this one.
Maintenance economics(US carriers, through 2026)
CRJ family — BTS Form 41 filings
BTS Form 41 data (Schedule P-5.2 maintenance expense over T-2 block hours), Group III US carriers only — filers above $1B annual revenue; smaller US operators, Part 135, and all non-US carriers are not in this data. Dollars are accrual-basis from regulatory filings (reserves and depreciation included), so they benchmark fleet economics and do not track to individual repair events. Averages are block-hour- weighted across every reporting carrier; the range spans per-carrier rates after excluding marginal reporting slices, and small carrier counts are noisy.