Numbers on yoke?

Hey Wd, fancy giving us a tour of the ERJ Flight deck?

Sure, I’ll see what I can come up with. It might take me awhile as I’m on vacation this month and won’t be back to work for quite a while. 😀 Oh darn. 😉

The thumbwheels on the 737 yoke are also useful for ‘noting’ the cleared flight level and whilst on the ground, the allocated stand number.

Ugh, those guys need to spend some time and clean that panel. You can tell though that they’ve had a history of MEL’ing the APU. You can see the residue left from the INOP sticks that were placed above the APU Start/Stop selector.

Fire Detection isn’t based on an indicated ITT or EGT. Wrapped around critical sections of the engine are sensor tubes called fire loops. The fire loops have a fixed volume of helium and a gas-impregnated core material within them. Overheating causes the tube’s internal gas pressure to increase which closes a circuit at a preset value and triggers the warning system.

Fire detection systems don’t detect fire, they detect heat. If there should be a bleed leak, the escaping heated air will also trigger the system. And now you know and knowing is half the battle. 🙂

I agree with you on the cleanliness.

Damn, I’d always keep the flight decks I work in clean. If I see I make a mess, I’d clean it up. That overhead is simply disgusting!

Hey Wd, fancy giving us a tour of the ERJ Flight deck? Just like the wonderfull job you did last year with all those photos and a walk around…. it was fascinating.

Ugh, those guys need to spend some time and clean that panel. You can tell though that they’ve had a history of MEL’ing the APU. You can see the residue left from the INOP sticks that were placed above the APU Start/Stop selector.

Fire Detection isn’t based on an indicated ITT or EGT. Wrapped around critical sections of the engine are sensor tubes called fire loops. The fire loops have a fixed volume of helium and a gas-impregnated core material within them. Overheating causes the tube’s internal gas pressure to increase which closes a circuit at a preset value and triggers the warning system.

Fire detection systems don’t detect fire, they detect heat. If there should be a bleed leak, the escaping heated air will also trigger the system. And now you know and knowing is half the battle. 🙂

IF fire Suppressor handle is a simple word to distinghuish the engine in case of a fire:
http://www.airliners.net/open.file/564214/L/
Now a question I want to ask for years: Is the ITT and ETT in Celcius or Fahrenheit?

I appologize for this question being off subject, Are the Fire Suppressor handles on the overhead console on an ERJ?

In place of where the Boeing’s have the flight number digits we have a push button to start/stop the chronometer on the clock. We use it for timing engine starts and a few other items.

The other side of the yoke is where you’ll find the Autopilot/Trim/Pusher disengage button, trim switch, Push To Talk switch and Touch Control Steering button (TCS).

Some passengers are always hysterical about flight numbers while it is actually only used by the airlines, airports and ATC. If you remember the destination and hour, nothing can go wrong. I alwways say you don’t need to be hysterical about flight numbers. It’s not impoortant.
Doesn’t the ERJ have an Autpilot Disengage button and elevator trim switch?

Simple but very clever idea.I know a lot of f/d who spend a small fortune in “post it” notes for the same reason.

After making several flights a day, several days in a row for several months such things as flight numbers all become a blur. Such reminders are a necessity. We can program the current flight number into either the Radio Management Unit (RMU) or the standby clock as our reminder.

It is!:D Lazy!

Ah, thanks people!

Its to remind pilots of their flight number 🙂

The buttons also let’s the pilots talk to ATC, and arent the numbers the degrees od pitch? Just a guess