CRJ circuit breaker reset guide

[swordfish]

what a bunch of tools,

got a caution light for nosewheel steering inop as it was armed....mx said pull channel a and channel b, then reset...problem fixed...70 people reached their destinations ontime, safely and happy.

Guess I should have called to be tugged back to the gate and grounded the aircraft until mx could have come and and spent ten seconds resetting.

 

[bluefishbeagle]

what a bunch of tools,

got a caution light for nosewheel steering inop as it was armed....mx said pull channel a and channel b, then reset...problem fixed...70 people reached their destinations ontime, safely and happy.

Guess I should have called to be tugged back to the gate and grounded the aircraft until mx could have come and and spent ten seconds resetting.

A malfunction is a malfunction, it must go into the book and be signed off. Fail to do that and you risk your career.

F/O's if you have a captain that is resetting circut breakers without write ups in your best radio voice while talking loudly into the CVR voice your objection. Then it's his/her butt not yours.

 

[BoilerUP]

F/O's if you have a captain that is resetting circut breakers without write ups in your best radio voice while talking loudly into the CVR voice your objection. Then it's his/her butt not yours.

Or, you know...man up and voice your objections to Cappy, and failing that, then talk in your best radio voice while calling Pro Standards.

It is a sad statement about some folks' (lack of) professionalism when threads like these get going.

:erm:

 

[CRJ puppy]

what a bunch of tools,

got a caution light for nosewheel steering inop as it was armed....mx said pull channel a and channel b, then reset...problem fixed...70 people reached their destinations ontime, safely and happy.

Guess I should have called to be tugged back to the gate and grounded the aircraft until mx could have come and and spent ten seconds resetting.

Ummm...the point you made was that you spoke to MX and pulled the circuit breakers that THEY told you to reset. People on here are talking about resetting them on your own based on some bootleg booklet WITHOUT speaking to MX.

THAT is what people are cautioning (rightly so) against doing!

 

[ArcticFlier]

All cb's are acceptable to reset under the direction of maintenance. I've never had a problem doing that. Most of the time it works. Sometimes it doesn't. But you must write it up in the can, and make sure you write the name of the guy in maintenance control down with the write-up.

No muss, no fuss.

1n8 2n8 4a2 4a3..........make sure the hydraulic pumps are on.

 

[Soverytired]

what a bunch of tools,

got a caution light for nosewheel steering inop as it was armed....mx said pull channel a and channel b, then reset...problem fixed...70 people reached their destinations ontime, safely and happy.

Guess I should have called to be tugged back to the gate and grounded the aircraft until mx could have come and and spent ten seconds resetting.

Yes you should have, and here's why:

Although this isn't normally a problem on the CRJ2, when you re-set the nosewheel CB on the CR7/9, you are telling the computer that the current nose wheel position is now "centered", no matter how far left or right it actually is.

If your pushback crew disconnected off-center (or you shut down with the nosewheel non-centered) your first indication that you just screwed up royally will be when you retract the landing gear and get a nose-wheel disagree because it was unable to retract into the well sideways.

This has happened at Mesa more than once from guys pulling CB's as you described.

You "saved" your passengers from 15 minutes of inconvenience by playing "mechanic for a day". You also put your ticket and their lives in harms way. What a hero.

You didn't know this? Well . . .that's why MECHANICS exist. That's why the faa will jump your ******************** if they ever see you doing this. There are hundreds of things that mechanics do that look easy to pilots but we really don't have a clue as to what is really going on.

Here's another thing . . . .mechanics NEVER have you pull CB's after a gate return. But they'll you do it for them on the taxiway. Hmm . . . maybe they know who's job it really is to be doing this? Make them do their job so you can do yours.

 

[rickair7777]

what a bunch of tools,

got a caution light for nosewheel steering inop as it was armed....mx said pull channel a and channel b, then reset...problem fixed...70 people reached their destinations ontime, safely and happy.

Guess I should have called to be tugged back to the gate and grounded the aircraft until mx could have come and and spent ten seconds resetting.

Calling Mx was appropriate, but for future ref simply cycling the arming switch will fix that. Don't be moving the airplane or the tiller when you turn the switch on.

 

[swordfish]

Calling Mx was appropriate, but for future ref simply cycling the arming switch will fix that. Don't be moving the airplane or the tiller when you turn the switch on.

will try that next time....thanx for the tip...will take advice over insult everytime.

 

[ArcticFlier]

Calling Mx was appropriate, but for future ref simply cycling the arming switch will fix that. Don't be moving the airplane or the tiller when you turn the switch on.

Now I don't fly the -700 or the -900 (cause us guys in FAT aren't good enough to, I guess), but doesn't the QRH call for you to do the very thing you describe? It does in the -200. If so, why in the hell is anyone pulling cb's for the nose steering?

 

[dbert]

If you really want to see it, look in the introduction section of the FIM. Some operators include this in their MEL

FAULT MESSAGE RESET PROCEDURES
1. General
A. The tables that follow give procedures that may be used to clear nuisance or erroneous failure messages. The table in Section 1 gives procedures to clear the messages that are shown on the Engine Indication and Crew Alerting System (EICAS). The table in Section 2 gives procedures to clear other messages that are not shown on the EICAS.
NOTE: The procedures that follow must be done on the ground only to prevent any uncontrolled movement of the affected flight control and/or loss of information.
NOTE: It is assumed that all of the systems that are related to the applicable fault message are operational and engaged before the appearance of the fault message.
NOTE: Do not perform the actions that are given in the tables more than once. If, after the first attempt the fault message is still shown, maintenance will be required.
Refer to the specific Fault Isolation Procedure for the affected system. If the aircraft must be dispatched with inoperative equipment, refer to the Master Minimum Equipment List (MMEL) and to the Dispatch Deviation Guide (DDG).
2. Reset procedures for EICAS messages

"15 pages of stuff follows"

 

[swordfish]

Now I don't fly the -700 or the -900 (cause us guys in FAT aren't good enough to, I guess), but doesn't the QRH call for you to do the very thing you describe? It does in the -200. If so, why in the hell is anyone pulling cb's for the nose steering?

QRH does not ever call for MX control...what was your point? that you want to return to the gate everytime you get a EFIS COMP message?

 

[ArcticFlier]

I'm just trying to figure out why you would reset a cb to reset the NWS. It directs us to call MX Control if we have to reset cb's.

The QRH tells you to reset the NWS by disarming and rearming said NWS. Why would you pull a cb to accomplish something that the QRH covers? I'm not talking about EFIS COMP MON. That's also covered.............it doesn't tell us to call MX Control to fix that...........nor pull cb's.

What's your point?

 

[Lance Uppercut]

A malfunction is a malfunction, it must go into the book and be signed off. Fail to do that and you risk your career.

F/O's if you have a captain that is resetting circut breakers without write ups in your best radio voice while talking loudly into the CVR voice your objection. Then it's his/her butt not yours.

STFU!

 

[Inconceivable]

Wow. Pity on the low timer who flies with you.

That intimidation crap went out of style a few years before you were born, sonny.

 

[Papps]

QRH does not ever call for MX control...what was your point? that you want to return to the gate everytime you get a EFIS COMP message?

EFIS comps are not always fake, and they are not always HDG. You have to use common sense run a QRH and call mx control if its something real.

I had an F/O call out a brainless "EFIS COMP" not realizing that it was not the norm HDG, but our LOC needles that were not agreeing I cant remember what the deal was, but we took a few minutes and fixed it.