CRJ Critical AOA

[PCL_128]

If idiotic interview question like this don't convince you that PCL is NOT the place you want to work, then there's nothing I can do to help you. Trust me, run far, far away from Pinch-nickle.

 

[FlyHigher]

Still no answers!!

Ok, for those of you that suggest to give a "smart answer" THIS IS A WRITTEN TEST!!!! So, no way to talk yourself out of it. In the interest of passing that interview, maybe some of the Academy graduates can actually help their fellow pilots. I thought this forum is to help each other out and to network.
Here some other questions that we have to find the answer to:

1) Critical angle of attack: so the consenses here is 10 degrees?????
2) Recovery from a 130 degree windshear upset?
3) What is an RTU and an inverter?
4) Difference between PDP and VDP?
5) Cleared for the VISUAL approach and frequency is congested, what do you do? Fly puplished missed, pattern, or RWY heading?
6) Min/max G loads on transport category a/c?
7) Why is it harder to recover from a stall at high altitude (vs. low altitude)?
8) M l/d in jets gives you what?
9) What heats (not cools) engine oil?
10) What is most severe, rime, clear ice, or freezing rain?
11) Define coffin corner
12) Define deck angle

Any takers???

 

[Kaman]

I think you meant TRU (Transformer Rectifier Unit)

 

[PCL_128]

I think you meant TRU (Transformer Rectifier Unit)

Well, it could be either.

RTU=Radio Tuning Unit
TRU=Transformer Rectifier Unit

RTUs are the units in the CRJ that are used to tune the COMMs, NAVs, ADFs, etc... TRUs convert AC power to DC. Inverters convert DC power to AC.

 

[Mkay?]

Disclaimer: I am trying to help. If I am wrong then go easy on me .... My PC is not for another month or two, so I still have time to cram!!

1. This is how I would answer this question: The critical angle of attack for the CRJ is the highest angle of attack at which air passes over the airfoil in a smooth (or laminar for you nerds) flow. I think putting a number value (i.e. 10 degrees) is a waste of time as it is not a measureable value from the cockpit. Also as an aside, I would be careful citing the "green line" in your discussion. It is my understanding that SkyWest wanted this option on the PFD and that is was a carryover item from certification. Are there other CRJ operators out there that have a green line on the speed tape?

2. I think that this question needs more explanation. But if I assume that you have rolled 130 degrees then this would be my answer. The common stratgey on upsets in transport category aircraft is to first roll wings level, then adjust pitch as necessary.

3. A TRU is a transformer rectifier unit. It is used to convert AC power to DC power. An inverter is used to convert DC power to AC.

4. A PDP is a Planned Descent Point. It is a point on an approach where a pilot would start a normal decent to landing. (Usually a 3 degree glide path) There are various equations to create a PDP, and everyone has their favorite. A VDP or Visual Descent Point is a point on an approach where the normal descent to a landing must occur at or after. The main difference between the two is that the PDP is created by the pilot and non regulatory, whereas the VDP is created by the TERPS (represented by a V on Jepp charts) and is regulatory.

5. This is a question mainly designed to see how you think. I think the best answer is that since you are on an IFR flight plan and cleared for an IFR approach, you would fly the published missed approach. The published missed is desinged to keep you out of the way and I can't see you flying a nice rectangle pattern at O'Hare.

**CENSORED****CENSORED****CENSORED****CENSORED** ... gotta go. Maybe someone else will help with the rest. I'll try to get them later if I can.

 

[Kaman]

Hello,
Oh OK...learn something new everyday. We called those CDUs (Control Display Units) in the helicopter I flew in. Got to love all these bloody acronyms! Aviation has WAY too many...

Regards,

ex-Navy Rotorhead

 

[PCL_128]

Hello,
Oh OK...learn something new everyday. We called those CDUs (Control Display Units) in the helicopter I flew in. Got to love all these bloody acronyms! Aviation has WAY too many...

Regards,

ex-Navy Rotorhead

Oh, we've got those too. The FMS head is called an MCDU for Multifuntion Control Display Unit. Don't you just love aviation terminology.

 

[Rez O. Lewshun]

5. This is a question mainly designed to see how you think. I think the best answer is that since you are on an IFR flight plan and cleared for an IFR approach, you would fly the published missed approach. The published missed is desinged to keep you out of the way and I can't see you flying a nice rectangle pattern at O'Hare.

Designed to keep you out of the way? I'd love to see me doing a nice VFR pattern at ORD, JFK, EWR, LGA, DCA etc......

Do a MAP in LGA ILS 22 ( http://204.108.4.16/d-tpp/0504/00289I22.PDF ) and the flight path will jam up northbound Korry3 arrivals ( http://204.108.4.16/d-tpp/0504/00289KORRY.PDF ) In fact, the ILS 22 MAP hold fix is PROUD intersection, which is the last fix on the Korry3 arrival.

A MAP for JFK ILS 31R sends the aircraft to Canarsie and Colts Neck. Too close to EWR and thier departure procedures (for me). http://204.108.4.16/d-tpp/0504/00610I31R.PDF

The approach briefing goes like this.... "it'll be a visual app backed up by the ILS .......blah blah blah..... in case of a Go Around we'll fly the published MAP." Huh? WTFO?

The reason we default to published MAP is the training world. The FAA PTS and company training programs require pilots to demonstrate the ability to execute a MAP. However, Flying the Line is not a PTS checkride......

It is very fustrating to see professional pilots plan for and accept a visual approach clearance with a full published instrument MAP primed and ready to go in the back of thier minds... from the Dogs....

The Visual Approach Go-Around​

By Capt. Brad Alberts​

​

Ask any group of pilots what the proper procedure is for the go-around from a visual approach, and you are bound to get a variety of answers. Throw in a communication problem (busy/block/lost frequency/ actual NORDO on the go) and the answers become even more interesting and less obvious. Aside from the great number of risks that crew takes by accepting a visual approach in the first place, there is a need to determine the proper course of action for a go-around off a visual approach clearance.​

This issue was taken up at Air Traffic Procedures Advisory Committee (ATPAC) in July 2000. FPA is a voting member of this FAA advisory committee. After much discussion and a review of a number of documents, it was determined that sufficient guidance exists and no further changes to FAA publications would be required.​

Here is what we found. First, pilots are expected to remain VMC. The published Missed Approach Procedure (MAP) is not available on a visual go-around. So don’t use it. What does ATC expect you to do? If you have operating radios (99.999 percent of the time) the tower will give you instructions—probably to turn, or to climb, or both. An aircraft going around becomes their top priority. You’ll be re-sequenced with existing traffic and given another approach.​

What if you cannot contact the tower? It’s rare, but it does happen. You’re still required to remain VMC. At this point, you’re treated like a NORDO VFR aircraft in the traffic pattern. ATC will take the appropriate action clearing traffic for you. Of course, you’re going to make every attempt to contact the tower (try guard frequency?). You are expected to turn crosswind (left or right traffic, appropriate to the circumstances and the runway configuration), downwind, base, and final in accordance with standard AIM procedures. (Do you remember tower light gun procedures?) Also, the pilot/controller glossary has information under Go-Around.​

Your FPA Safety Committee recommends that unless conditions are picture-perfect and the airport, runway, and traffic to be followed are rock-solid, accepting a visual approach clearance is highly questionable. The ILS or other IFR approach procedure is always preferable. Fly safely.​

There is more!

This is from the ATC Controller handbook. Reading it will take you to the next level.

http://www.faa.gov/ATpubs/ATC/Chp7/atc0704.html#7-4-1

7-4-1. VISUAL APPROACH​

A visual approach is an ATC authorization for an aircraft on an IFR flight plan to proceed visually to the airport of intended landing; it is not an instrument approach procedure. Also, there is no missed approach segment. An aircraft unable to complete a visual approach shall be handled as any go-around and appropriate separation must be provided.​

[size=-2]REFERENCE-​

FAAO 7110.65, Wake Turbulence Cautionary Advisories, Para 2-1-20.
FAAO 7110.65, Forwarding Approach Information by Nonapproach Control Facilities, Para 3-10-2.
FAAO 7110.65, Visual Separation, Para 7-2-1.
FAAO 7110.65, Approaches to Multiple Runways, Para 7-4-4.



The AIM. Sometimes it needs to be dusted.

http://www.faa.gov/ATpubs/PCG/G.HTM​

GO AROUND- Instructions for a pilot to abandon his/her approach to landing. Additional instructions may follow. Unless otherwise advised by ATC, a VFR aircraft or an aircraft conducting visual approach should overfly the runway while climbing to traffic pattern altitude and enter the traffic pattern via the crosswind leg. A pilot on an IFR flight plan making an instrument approach should execute the published missed approach procedure or proceed as instructed by ATC; e.g., "Go around" (additional instructions if required).​

MISSED APPROACH-

a. A maneuver conducted by a pilot when an instrument approach cannot be completed to a landing. The route of flight and altitude are shown on instrument approach procedure charts. A pilot executing a missed approach prior to the Missed Approach Point (MAP) must continue along the final approach to the MAP.










b. A term used by the pilot to inform ATC that he/she is executing the missed approach.

c. At locations where ATC radar service is provided, the pilot should conform to radar vectors when provided by ATC in lieu of the published missed approach procedure.










​

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[rptrain]

bitememesa and Rez have restored my faith in humanity.

 

[PCL_128]

Glad to have you here at PCL Rez. It's nice to have someone around that knows what they're doing. 90% of our pilots would answer the question incorrectly and do the published missed.

"This will be a visual backed up by the ILS..... If we have to go missed we'll follow tower's instructions or do the published missed." If I had a dollar for every time I heard that BS...

 

[FlyHigher]

It is a WRITTEN test!!!

Thanks guys for all the input. The articles and confusion among pilots just have me question why PCL is asking tese controversy questions? Remember, there is no room for discussion. This is not an interview. It is a written test with MC and fill-in-the-blancs.

But we are making headway.

AOA is 10 (or is it not?)
Visual go-around is traffic pattern (or is it the published missed?)
TRU: AC to DC
Inverter: DC to AC
PDP: planned and not regulated
VDP: official Jeppesen PDP
They are the same thing - start your decent for a 3 degree glide path to the RWY.
130 degree windshear (or wake turbulence) induced inverted flight attitude:
- wings level then adjust for pitch -

We are still missing:
6) Min/max G loads on transport category a/c?
7) Why is it harder to recover from a stall at high altitude (vs. low altitude)?
8) M l/d in jets gives you what?
9) What heats (not cools) engine oil?
10) What is most severe, rime, clear ice, or freezing rain?
11) Define coffin corner
12) Define deck angle

Every input is appreciated.

 

[Lookout]

thanks

thanks for taking the time and posting supporting links Rez. appreciate it

 

[Rez O. Lewshun]

Glad to have you here at PCL Rez. .

Thanks. The pilots seem to be a real good group of guys and gals.....

 

[treetopflyer]

I think you meant TRU (Transformer Rectifier Unit)

dork, think before you post, there are people who have RTU's, They're called RJ Pilots

 

[DrunkIrishman]

I've got to disagree with 10 degrees. Recalling my aerodynamics class way back in college, it is generally between 15-18 degrees. Again, the most important thing for a pilot to know about this subject is that the airplane can stall at any altitude, speed, angle, etc.

I am unsure why PCL would have such a question on their test since it seems both irrelevant and ambiguous. Maybe if PCL had trained its pilots on high altitude aerodynamics instead of this type of attempt to impress with extraneous knowledge, good pilots like Jesse Rhodes would still be here today. Just a serious thought, no disrespect meant to the Rhodes' or the Chavez's.

 

[uba757]

Fly I dont know if you are asking what heats oil on a CRJ but my old airplane B727 when you turn the fuel heat on you also raise the temperature of the oil. That is one of two ways to verify the fuel heat is on. Hope this info helps. Uba757

 

[uba757]

I also think that Freezing Rain is the worst out of the 3 choices. Very hard to apply de-ice, anti-ice.

 

[urflyingme?!]

My 2 cents would be that Critical AoA on the CRJ is when the AoA vane tells you to push down...