Dutch, that question isn't looking for a specific pitch angle, or speed, or weight, (the pitch angle will change with flap setting, gear position, weight, CG, and Density Altitude but will always be the same AOA); it's a theoretical question.
The Coefficient of Lift (CL) and the Coefficient of Drag (CD) are not expressed by any physical unit, they are rather absolute numbers obtained from either wind tunnel tests or derived mathematically for every aircraft's airfoil by the manufacturer. A Lear 55 wing for example may have almost identical CL and CD numbers as the CL-65, but won't be exactly the same, even though the airfoil design is almost identical.
Initially both the CL and CD increase as the angle of attack increases to a certain "optimum" point (L/D Max). After this point, as AOA increases, the lift begins to drop slightly and drag INCREASES sharply; this point is defined as the Critical Angle of Attack. If the angle of attack increases past the Critical Angle of Attack, At one point all lift will be lost while the drag continues to increase (stall).
1. Why the hell does the backup hydraulic pump not come on automatically to pick up slack when you lose the engine driven pump? (or on the #3 system, the main electric pump)?
Because the most high-draw electrical items are external lights, galley items, and electric hydraulic pumps. If you lose an engine-driven hydraulic pump, the more-than-likely cause of such failure is that the engine in question stopped rotating, which means the generator is offline too and in most flight scenarios, this would leave you single-generator ops. Adding a bunch of electrical drain on your only working generator isn't the brightest of ideas, so the checklist calls for the APU to be started to give additional generator availability, THEN (for both a single-engine approach and/or a hydraulic pump failure) "select pumps 1B, 2B, and 3B on" prior to commencing the approach.
2. Why does the checklist not call for you to turn off the ENG SPD switch in the event of an N1 or N2 overspeed? (ENG SPD switch turns on and off the fuel computer, and an overspeed is more than likely either a stuck fuel valve or a bad fuel computer.....had this happen to me in the LR-35 and turning off the fuel computer corrected the problem.....even though it's NOT in the checklist)
Because Bombardier doesn't want people getting creative. The airplane training program isn't DESIGNED to give pilots enough information to know the system thoroughly enough to get creative; that kind of systems thinking is a thing of the past. They want robots who will complete the memory items, complete the QRH, complete the checklist, and "land at the nearest suitable airport". Period. It's also probably why these switches were removed in the -700's, where you don't even have CONTROL of the engine computers. Nice.
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