Boeing CB statement contradictiom
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From the 744 QRH Instructions:
Flight crew reset of a tripped fuel pump circuit breaker or refuel circuit breakers is prohibited. In flight, reset of any other tripped circuit breaker is not recommended. However, these other tripped breakers may be reset once, after a short cooling period (approximately 2 minutes), if in the judgment of the captain, the situation resulting from the circuit breaker trip has a significant adverse effect on safety. On the ground, flight crew reset of any other tripped circuit breaker should only be done after maintenance has determined that it is safe to reset the circuit breaker.
.. keeping in mind, of course, that the label on the CB may not indicate ALL the services which take power from that circuit ie you don't necessarily KNOW what may have a problem ... you just might give yourself an unwanted surprise by playing with the panel.
G00gle National Airlines DC10 Flight 27,back in 1973, and look particularly for the CVR transcript. There you should find a discussion between the Capt. and the Flight Engineer and the pulling of an N1 Tachometer CB, and the consequences.
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Some examples of note in the last few posts .. the prosecution rests.
Park it somewhere non-limiting and have a coffee.
I'm with you, good sir .. heroics are fine if all motors run down and one's options become severely limited. For other cases, the sit on hands strategy appears to be a sound IA.
I've just finished a long term contract managing a highly modded fleet of whiz bang electronic birds .. even the elec DERs had a deuce of a time figuring what did what .. a couple of problems took many weeks - with OEM input - to resolve ... and folks want the skipper to figure it out in a flash ? Madness unless you are on an ancient bird of low complexity.
Park it somewhere non-limiting and have a coffee.
I'm with you, good sir .. heroics are fine if all motors run down and one's options become severely limited. For other cases, the sit on hands strategy appears to be a sound IA.
I've just finished a long term contract managing a highly modded fleet of whiz bang electronic birds .. even the elec DERs had a deuce of a time figuring what did what .. a couple of problems took many weeks - with OEM input - to resolve ... and folks want the skipper to figure it out in a flash ? Madness unless you are on an ancient bird of low complexity.
.. keeping in mind, of course, that the label on the CB may not indicate ALL the services which take power from that circuit ie you don't necessarily KNOW what may have a problem ... you just might give yourself an unwanted surprise by playing with the panel.
Depending on how one reads the FARs, this could be interpreted as a certification issue.
Pulling CBs to reset systems is standard for Airbus pilots. There is a whole section of computer resets in the QRH. Some are on ground only and some can be done in flight. Engineers resets get even more involved.
Pulling multle CBs and starting the stopwatch, all in a days work.
Pulling multle CBs and starting the stopwatch, all in a days work.
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a sign of poor engineering
Reality, I'm afraid. The problem lies not with what is published in operational documents but with innovative bush lawyer (engineer ?) pilots with less than the full story.
There is a whole section of computer resets in the QRH
No problems with that .. the research has been done and, barring mistakes (which can and do occur in a design office the same as anywhere else), the crew can have confidence that the procedure will do what is advertised.
A whole universe away from a pilot's making it up on the fly ...
Reality, I'm afraid. The problem lies not with what is published in operational documents but with innovative bush lawyer (engineer ?) pilots with less than the full story.
There is a whole section of computer resets in the QRH
No problems with that .. the research has been done and, barring mistakes (which can and do occur in a design office the same as anywhere else), the crew can have confidence that the procedure will do what is advertised.
A whole universe away from a pilot's making it up on the fly ...
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When you have the time, contact your MCC via radio or ACARS to discuss the reset of a CB. Most of the time they pop for a reason. When you don't have such time, keep flying the plane.
