Bombardier CRJ-200

11,267 parts applicable to this airframe — regional

Part Number	Description	Manufacturer	Airframe	ATA	Category	Status
100805	BATTERY CHARGER	—	CRJ-200	52	Electromechanical	PMA
10151403021	LATCH	—	CRJ-200	52	unknown
162255	BRACKET	MESSIER	CRJ-200	32	Landing Gear	PMA
22B50072101	COVER	—	CRJ-200	71	unknown
270007	CONTROL UNIT	AIRASC	CRJ-200 CRJ-900	27	Avionics / Electronics	OEM
457370	FUEL CAP	CNDAIR	CRJ-200 CRJ-700	28	Fuel Systems	OEM
60010047801	SCUPPER	—	CRJ-200	57	unknown
6003106819	SUPPORT FITTING	CNDAIR	CRJ-200	53	Structures	OEM
6003153551	SEAL STRIKER	—	CRJ-200	53	Consumables / Hardware	PMA
6003153552	SEAL STRIKER	CNDAIR	CRJ-200	53	Structures	OEM
60034017373	FLOOR SUPPORT	CNDAIR	CRJ-200	53	Structures	OEM
6003401737337	ANGLE	—	CRJ-200	53	Structures	PMA
6003603014	FRAME	—	CRJ-200	53	Structures	PMA
600360303132	DOUBLER	—	CRJ-200	53	unknown
601505197	TRANSDUCER	—	CRJ-200	79	unknown
60157778827	DOWNLOCK	—	CRJ-200	32	unknown
601A62002	FITTING	—	CRJ-200	28	unknown
601R1301011	SKIN	—	757-200 CRJ-200	57	Structures	PMA
601R130102	SKIN	—	757-200 CRJ-200	57	Structures	PMA
601R140341	VANE CAP	—	757-200 CRJ-200	57	Engine Accessories	PMA
601R31109	SKIN	—	757-200 CRJ-200	53	Structures	PMA
601R31113	FLOOR SUPPORT	CNDAIR	757-200 CRJ-200	53	Structures	OEM
601R3111329	FLOORBEAM	—	757-200 CRJ-200	53	unknown
601R311135758	ATTACH BRACKET	BOMBDR	757-200 CRJ-200	53	Structures	OEM
601R3113	CLIP	—	757-200 CRJ-200	53	Consumables / Hardware	PMA
601R311341	FLOORBEAM	—	CRJ-200	53	unknown
601R31135758	CLIP	—	757-200 CRJ-200	53	Consumables / Hardware
601R31148127	FLOOR SUPPORT	CNDAIR	757-200 CRJ-200+1	53	Structures	OEM
601R31527176	ANGLE	—	757-200 CRJ-200	53	Structures	PMA
601R3152746	THRESHOLD	—	757-200 CRJ-200	53	unknown
601R3527221	ANGLE	—	757-200 CRJ-200	53	Structures	PMA
601R3700457	ANGLE	—	CRJ-200	54	Structures	PMA
601R530312	CLEAT	—	757-200 CRJ-200	53	Structures	PMA
601R5361193	DOUBLER	—	757-200 CRJ-200	53	Structures	PMA
601R850071	BUSHING	—	CRJ-200	32	unknown
601R952162	DUCT ASSY	—	757-200 CRJ-200	21	Consumables / Hardware	PMA
6030T61G09	EXHAUST FRAME	—	CRJ-200	72	Structures	PMA
6047T55P01	INDICATOR	—	CRJ-200	77	unknown
6229815404	FCC CARD	—	CRJ-200	22	unknown
6229968002	ACTUATOR	—	CRJ-200 CRJ-900	22	Flight Controls	PMA
7010FS9545708	SEAL	—	CRJ-200	32	Consumables / Hardware	PMA
854D100MD101	ACTUATOR	—	CRJ-200	27	Flight Controls	PMA
85501009	BPSU	—	CRJ-200	27	Electromechanical	PMA
AE2464219EO164	LINE	—	CRJ-200	29	unknown
ARP4000622981910	CONNECTOR	—	CRJ-200	34	unknown
B17806R	COUNTERBALANCE	—	CRJ-200	52	Engine Accessories	PMA
BV501261	SOCKET	—	757-200 747-400+6	33	unknown
MPN865D1007	DRIVE UNIT	—	CRJ-200	27	unknown
MS24665134	COTTER PIN	—	767-300 CRJ-200+3	27	Consumables / Hardware	PMA
OL6839BPE	LIGHT	—	CRJ-200 Dash 8-400+6	33	Electromechanical	PMA

Utilization & cargo trend(US carriers, 2015–2025)

CRJ family rollup — BTS T-100, domestic + international

Cycles per aircraft

9852025

20152025

2020: 814

Recovered to 65% of 2019 (2024 vs 2019)

Freighter share of departures

0%→0%2015 → 2025

20152025

Est. US-registered fleet

1,0042025

20152025

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

Left the US registry

155aircraft

Stayed domestic

111vs 44 exported

Avg age at retirement

21.5years

Still US-registered

1,002aircraft

Where this family's parts catalog concentrates — the systems most exposed to incoming teardown supply

ATA 25 — Equipment / Furnishings

33.1%(8,071)

ATA 53 — Fuselage

20.6%(5,015)

ATA 52 — Doors

6.5%(1,570)

ATA 57 — Wings

4.4%(1,065)

ATA 20 — Standard Practices - Airframe

4.3%(1,035)

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

Direct maintenance per block hour

$275fleet avg

Airframe / engine split

$208/$67

Reporting carriers

Carrier range

$202–$333

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.