Turbine engine ignitors

mikecweb said:
Is there anything these planes don't do for you?
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What don't they do? The ERJ-145's don't produce a profit at $147/barrel oil when a regional tries to run an airline under it's own brand.

That's the limitation that impacted me the most.
 
mikecweb said:
Is there anything these planes don't do for you?
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Work half the time! I can't stand flying the CRJ in "green needles," as it's not designed to operate with VORs (ridiculous, I know). I'd much, much rather be flying the Hawker or Citation I used to fly in those situations, as they were a much better platform when flying without RNAV capability.

Oh, and I'd love two channels for rudder trim after what happened last week out of DCA (trim runaway up the Potomac).
 
minitour said:
Say wha?

-mini
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Sorry, I was being a bit facetious... I've just found that the non-glass equipment I've flown doesn't freak out when flying a jet airway at FL250, where the CRJ's avionics will indicate a full deflection routinely on the same route.
 
Ah. I've got to say the EHSI in the Cj2 is like that. I'll set it up to follow the airway or go direct to the VOR (while we're following the super-fancy KLN900 GPS) and it constantly goes full deflection. Under 10 it seems solid, but above 10 it's anyone's guess.

Meanwhile, on the PL21 tube, everything is fine. Not sure if there's a difference in how the indicator gets the information or not. I know it's the same antenna, but for some reason my side is constantly FUBAR while el-cap-e-tan gets a good indication on his side. It's above my pay grade...

-mini
 
C150J said:
Work half the time! I can't stand flying the CRJ in "green needles," as it's not designed to operate with VORs (ridiculous, I know). I'd much, much rather be flying the Hawker or Citation I used to fly in those situations, as they were a much better platform when flying without RNAV capability.

Oh, and I'd love two channels for rudder trim after what happened last week out of DCA (trim runaway up the Potomac).
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Did the airplane stop it, or do you have to? If you run the trim for more than a few seconds the airplane will stop the trim for you. It's kind of annoying when you need to make a big change, but you get used to pumping the trim to keep it moving. On the pre flight both captain and FO need to make sure that if you hold it down, it'll stop. If I remember correctly if you hold it down for a solid 10 seconds the trim will disable itself and it has to be reset by MX.
 
jtrain609 said:
Did the airplane stop it, or do you have to?
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Complete uncommanded trim runaway... I think the only fail-safe on the CRJ-200 is a bungee-breakout in the rudder control assembly, but I'd have to hit up the PTM to see if that's the case.

As an aside, the stall test on the -200 is neat to hear on the preflight... you can hear the continuous ignition if you're by the CF34's.
 
Polar742 said:
Yeah the 3rd or 4th pilot will have to get the coffee.

Or, since we have alot of walking around room and no cockpit door, you can get up and get your own coffee. Unless you're in the bunk next dozing for dollars.
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Awesome, purely awesome.
 
I always turn the ignitors on when we take off on a contaminated runway. My FO's look at me like I'm retarded when I do that, but our CFM says we're supposed to, so I do.

I also turn them on if we're flying through really heavy rain. Sure the FADEC has the auto relight function, but I don't think I'm going to wear the ignitors out by turning them on for a minute or two. Some of the more experienced captains I flew with when I was an FO used to do that, so I just carried it over. I'm sure someone will pipe in with a reason why it's a bad idea though.
 
Alchemy said:
I always turn the ignitors on when we take off on a contaminated runway. My FO's look at me like I'm retarded when I do that, but our CFM says we're supposed to, so I do.
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If you do what the book says, then it's all good. I got some of those looks back in the day too.

I also turn them on if we're flying through really heavy rain. Sure the FADEC has the auto relight function, but I don't think I'm going to wear the ignitors out by turning them on for a minute or two. Some of the more experienced captains I flew with when I was an FO used to do that, so I just carried it over. I'm sure someone will pipe in with a reason why it's a bad idea though.
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I don't know if it's a bad idea or not. However refer to the first part. Was it negative transfer why it carried over, or did they ever give a reason (i.e. I had one roll back on THIS model?)

Just cause someone else did it, doesn't make it right. Not necessarily wrong, but there needs to be a reason.
 
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