CRJ circuit breaker reset guide

[flyingfool]

Does anyone have a copy of the CRJ circuit breaker reset guide that they can PM me.

 

[rickair7777]

Don't have one but since we're on the subject...

DO NOT USE THAT THING IN FLIGHT!

I knew a guy who got one shortly after they came out. He had the flaps stick around 30 on approach, ran the QRH, no joy.

He ALMOST decided to try the reset thing, but changed his mind at the last second.

Back on the ground, Mx came out and performed the reset procedure...the flaps immediately came up to zero BUT ONLY ON ONE WING

 

[Socalplt]

Maybe you could just call maintenance control when the need arises!

 

[bluefishbeagle]

The difference between a flight school, pilot mill wonder and a real pilot is that a real pilot with real experience would know better to even think such a thought much less put it in writing.

Flyingfool, you are really living up to your name.

 

[AMANSWORLD]

Does anyone have a copy of the CRJ circuit breaker reset guide that they can PM me.

Just a thought follow the QRH... and thats my guess what the NTSB accident report would conclude as well.

It is an ok manual I have seen it but would not use it.

 

[CarjCapt]

Flying for the US launch customer for the RJ, we reset CBs routinely until maintenance reset the CB for a flap fail and did $250,000.00 damage to the flaps.

I hate to think what would have happened if it had been in the air.

Follow the QRH. or:

If you want to do a reset and you are on the ground just "ReBoot".

 

[DrewBlows]

Creative piloting...


NW 255 - MD-82 attempted to takeoff without flaps.

Aftermath

The NTSB probable cause statement is as follows: "The National Transportation Safety Board determines that the probable cause of the accident was the flightcrew's failure to use the taxi checklist to ensure the flaps and slats were extended for takeoff. Contributing to the accident was the absence of electrical power to the airplane takeoff warning system which thus did not warn the flightcrew that the airplane was not configured properly for takeoff. The reason for the absence of electrical power could not be determined."


The cockpit voice recorder (CVR) provided the evidence regarding the flightcrew omission of the taxi checklist. The stall warning was annunciated. Using the CVR the investigators determined that the aural takeoff warning was not annunciated. There was an electrical failure due to a circuit breaker being tripped, but post accident testing did not reveal a malfunction of the circuit breaker.

 

[HarryParatestes]

Screw that. Reset the damn circut breaker. If a fire starts, declare an emergency and presto you are a Hero.

 

[MALSR]

Does anyone have a copy of the CRJ circuit breaker reset guide that they can PM me.

1-800-maintenance control

By the way, your moniker is apropos

 

[wmuflyguy]

Screw that. Reset the damn circut breaker. If a fire starts, declare an emergency and presto you are a Hero.

Until the NTSB gets involved, then you go from hero to goat.

 

[HarryParatestes]

Never worry about the NTSB. Worry about civil liability lawyers.

 

[Soverytired]

I used to think it was a good idea. Then a good friend of mine got into serious trouble when a thrust reverser came out in the air because of this kind of "system re-set" CB pulling took place.

Never pull a circuit breaker without a write up and the specific (and recorded) instructions from a qualified mechanic. They pay you to fly planes, not fix them, and the FAA isn't going to give you a pass because you wanted to be on-time.

My .02.

 

[wscrj]

Ahh..

So thats how it happened. Was that the one shortly after the rotor burst out of DEN?

I used to think it was a good idea. Then a good friend of mine got into serious trouble when a thrust reverser came out in the air because of this kind of "system re-set" CB pulling took place.

Never pull a circuit breaker without a write up and the specific (and recorded) instructions from a qualified mechanic. They pay you to fly planes, not fix them, and the FAA isn't going to give you a pass because you wanted to be on-time.

My .02.

 

[flyingfool]

Thanks everyone for the little talk on not pulling breakers. That was some good stuff. You all need to chill out. Who said I was going to use it. I just wanted to look at a copy of it. You're all DORKS!!! Thank god I never have to fly with any of you.

FF

 

[another cfii]

The only one i remembered used a lot on the ground was for the APU ECU, 1N12... Easy to reach, easy to fix... Especially on a hot summer day, just when you think you'll have some cool air coming from the almighty APU...

 

[Puck Mugger]

I just wanted to look at a copy of it. You're all DORKS!!!

FF

Why would you want to read a CB list????

 

[DrewBlows]

Thanks everyone for the little talk on not pulling breakers. That was some good stuff. You all need to chill out. Who said I was going to use it. I just wanted to look at a copy of it. You're all DORKS!!! Thank god I never have to fly with any of you.

FF

Hey guys, does anyone know where I can find a hooker? I'm not going to use her, I just want to look at one.

 

[Soverytired]

So thats how it happened. Was that the one shortly after the rotor burst out of DEN?

Actually, no. That one was due to some sort of welding defect that bombardier/GE were already aware about and thought they'd fixed.

This happened on a flight from GRR to ORD. And the company sent out a highly unusual memo blaming the crew for pulling CB's. They lost part of the cowling, but never shut it down. Saw pics of it . . . it was a mess (a "Messa?"). You can look up the preliminary report on the NTSB . . . will be interesting to see how it develops.


And whomever started this thread . . . nobody EVER agrees about anything on the hub; yet they all seem to agree on this: Pulling CB's is a very bad idea. There might be a reason for that.

 

[PBRstreetgang]

Thanks everyone for the little talk on not pulling breakers. That was some good stuff. You all need to chill out. Who said I was going to use it. I just wanted to look at a copy of it. You're all DORKS!!! Thank god I never have to fly with any of you.

FF

Good, You are an F/O and are not to touch ANYTHING! You can look at anything, just don't touch anything. BTW, "just wanted to look at it", PM it to me, you really are a fool if you think anyone is believing that line of krap!
PBR

 

[FishandFly]

I heard a couple of mx guys laughing about this. Apparently they took a copy of the reset guide and tweaked a bunch of the resets to completely screw everything up. The bad copies have made their way all around the company. You won't catch me using one of those things!

 

[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"