WestJetForLife From Canada, joined Jun 2005, 814 posts, RR: 1 Posted (3 years 9 months 1 day 18 hours ago) and read 4056 times:
Hey guys. Nik here again with another question (since around here, there are no stupid questions).
I have labored long and hard using the search function for this topic, but I did not find resolve. Here is the question for CRJ pilots/techs.
Looking at the photos of the CRJ flight deck, I notice the absence of a fuel cutoff switch, such as in the 737, which is right below the two throttle levers.
In a start-up scenario, how does one introduce fuel to the engines in the CRJ model?
Mir From United States of America, joined Jan 2004, 19695 posts, RR: 56 Reply 1, posted (3 years 9 months 1 day 18 hours ago) and read 4048 times:
There's a fuel cutoff position on the throttles, all the way back (beyond idle). During start, you lift up on a lever that releases a lock, and you move the throttle out of cutoff and into idle, which lets fuel flow to the engine. During flight, the lock keeps the throttles from inadvertently being moved back past idle into cutoff. Shutdown is accomplished by moving the throttles into cutoff, again using the lever to bypass the lock.
-Mir
7 billion, one nation, imagination...it's a beautiful day
WestJetForLife From Canada, joined Jun 2005, 814 posts, RR: 1 Reply 4, posted (3 years 9 months 21 hours ago) and read 3817 times:
Mel, Mir, thanks a lot!
That's quite interesting that the CRJ series aircraft do not have fuel cutoff "switches", yet that they use the actual throttle control levers to introduce fuel to the aircraft's engines.
Another marvel of Canadian Aviation technology. Must be bad news bears if the throttles get stuck or if the levers don't work.
Pilotpip From United States of America, joined Sep 2003, 3082 posts, RR: 12 Reply 7, posted (3 years 9 months 2 hours ago) and read 3631 times:
Embraer jets don't have a fuel cutoff at all (normal ops, fire handles still shut off the fuel). The engine start/stop levers do it and the start is electronically controlled.
Flyingbronco05 From United States of America, joined May 2002, 3838 posts, RR: 3 Reply 8, posted (3 years 9 months ago) and read 3607 times:
Quoting Pilotpip (Reply 7): Embraer jets don't have a fuel cutoff at all (normal ops, fire handles still shut off the fuel). The engine start/stop levers do it and the start is electronically controlled.
DashTrash From United States of America, joined Aug 2006, 1314 posts, RR: 4 Reply 9, posted (3 years 9 months ago) and read 3597 times:
Quoting Pilotpip (Reply 7): Embraer jets don't have a fuel cutoff at all (normal ops, fire handles still shut off the fuel). The engine start/stop levers do it and the start is electronically controlled.
Would you believe the Citation X still has the fuel cut off on the thrust levers? You can bring them out of cutoff anytime after the start button is pressed since the FADECs are controlling the start, but you shut the engines down by pulling the thrust levers to cutoff. Same engine / avionics as the ERJ.
Pilotpip From United States of America, joined Sep 2003, 3082 posts, RR: 12 Reply 10, posted (3 years 8 months 4 weeks 18 hours ago) and read 3402 times:
Interesting. Do they have the buttons to change the modes (CLB, CRZ, CON...) like the 145 does? Or is it just detents? I've never really looked at the inside of a 750 and the couple times I did I didn't know enough about what I was looking at to remember.
All depends on the installation I guess. Most TPE-331 installations like the MU-2 and Jetstreams have two levers, yet the King Air 100 has three for each engine.
I'd imagine it all has to do with different manufacturer's philosophies on the setup. The 170 has a similar setup to the 145 in how the thrust settings can be commanded. In most cases it's automated (like most stuff on the 170)but can be commanded by us, via the MCDU instead of buttons on the pedestal. Another interesting change is that when the settings change in the 145 the "curve" at which power is applied according to thrust lever angle changes whereas in the 170 it basically rolls the max N1 back on the autothrottles. If you push the levers forward they'll still go beyond this and the rate of power doesn't change according to mode. However, the basic logic and modes are still the same despite the CF-34s
DashTrash From United States of America, joined Aug 2006, 1314 posts, RR: 4 Reply 11, posted (3 years 8 months 4 weeks 2 hours ago) and read 3320 times:
Quoting Pilotpip (Reply 10): nteresting. Do they have the buttons to change the modes (CLB, CRZ, CON...) like the 145 does? Or is it just detents? I've never really looked at the inside of a 750 and the couple times I did I didn't know enough about what I was looking at to remember.
It's all detents. Takeoff, climb and cruise dentents. Also has a max power dentent above the takeoff, but it does absolutely nothing. You still get takeoff power with the thrust levers up there. It still works pretty much the same as the ERJ, just without the push buttons.
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