Wahoo pilots quiz time! - Page 3

kardar757 · 12-03-2005, 03:30 PM

Good job captain...

I can see it's not gonna be easy "stumping the wahoo"

Captain Wahoo · 12-03-2005, 03:32 PM

Ok Darren answer my question before something bad happens to your plane as you're nearing the red blob on your radar screen.

FedEx AirMaster · 12-03-2005, 03:34 PM

HAHA!! Good luck D!

Buy the way, what is Kardar?

Captain Wahoo · 12-03-2005, 03:37 PM

Quote:

Originally Posted by kardar757

Good job captain...

I can see it's not gonna be easy "stumping the wahoo"

Well I have been flying for 22 years, have an ATP with 2 type ratings and was an airline captain for 4 years before I "retired". You know I could give you instruction in the ATR because I have an ATP with type ratings in that plane. I don't need a CFI to teach to be a captain on a plane I am rated for.

kardar757 · 12-03-2005, 03:37 PM

Kar- My daughters name is kara

Dar- My name is darren

I had to think of something with her name in it

Captain Wahoo · 12-03-2005, 03:38 PM

Karen and Darren?

Captain Wahoo · 12-03-2005, 03:45 PM

Quote:

Originally Posted by kardar757

Good job captain...

I can see it's not gonna be easy "stumping the wahoo"

And my college aviation professor had a rather unusual method of teaching that taught us all alot. Oh and I was a check airman with CSA Air.

kardar757 · 12-03-2005, 03:47 PM

Ok here goes...

i would say about 20-30 nautical miles, especially if its cumulonimbus, since they are the most turbulent of all clouds, and have gusty winds created from the shear zone, that can extend out from the center of the storm for miles

Captain Wahoo · 12-03-2005, 03:59 PM

Quote:

Originally Posted by kardar757

Ok here goes...

i would say about 20-30 nautical miles, especially if its cumulonimbus, since they are the most turbulent of all clouds, and have gusty winds created from the shear zone, that can extend out from the center of the storm for miles

Good answer bro! 20-30 miles is a good answer. The minimum should be 20 miles mainly because of hail. Even if a CB cloud has no anvil yet, one could develop rather quickly. Hail can be thrown out of an anvil for at least 20 miles. Don't get caught with your pants down like wahoo did. I was flying from ESC to MKE. East of Green Bay there were level 3 cells scattered about. I picked a hole and went for it. As I flew through the hole it closed up and became a line of level 4's. I couldn't land and I couldn't turn back. I had to pray and keep trodding through.

Which leads me up to my next question...Let's say you get caught in a line like I did. What would you do? Give me all aspects, aviate, navigate, communicate.

This is a great learning tool for the pilot who hasn't flown through much weather isn't it?

kardar757 · 12-03-2005, 04:22 PM

Hmmm...good question

1st...the safety of all aboard...I would instruct my crew and passengers to their seats and to fasten their seat belts, and alert them to possible turbulence ahead

2nd...I'm assuming I am operating IFR (especially since i have passengers and crew with me), so I would contact the appropriate ATC (ARTCC, TRACON or FSS), advise them of my situation, and ask for an updated forecast and request a re-direct out of harm's way.

3rd...i would do like the Wahoo did, and pick a hole to fly thru...and pray a lot

Does that sound about right, what would you do captain?

Captain Wahoo · 12-03-2005, 05:27 PM

Here's what I did. I was on an IFR plan as all of our flights have to be. I was at 7000' flying GPS direct the West Bend VOR. I was between Green Bay and Manitowoc, WI all by myself in a C208 with my radar looking like a painting with lots of red and yellow and NO GREEN! I slowed down to about 120 knots which is 20 slower than we cruise at. Turned up all the lights in my cockpit, asked GRB appr what things were looking like in front of me. They had limited weather capability as most ATC facilities do. They gave me headings for the smallest cells. Which soon were closing. I started to see lightning all around me. My hands were shaky and palms sweaty. My heart racing. I did pray. Alot. I even hear thunder a few times which is real unusual in a loud cockpit. I also held a level flight attitude not heading and altitude.

Best thing to do is turn off your autopilot if equipped, slow down, keep the plane right side up and see if ATC can help you at all with vectors or headings. Chances are you won't be able to keep altitude or heading. My throttle was at idle and I was climbing at Vmo at almost 1000 FPM. Then I would be descending at T/O power near stall speed. I was rolling at almost 90 degrees either side. Luckily it only lasted about 10 miles, then it was moderate turbulence and heavy rain for about 10 miles, then clear.

Captain Wahoo · 12-03-2005, 05:38 PM

You're on final approach into ORD 27 right, 170 knots to the marker, you're captain of an ATR 72 with an F/O, 2 flight attendants and 64 passengers. It is a winter day with moderate icing in clouds, ORD is reporting winds calm, it is 500 over with 1 mile snow & fog, temp -10 C altimeter 29.59. It is the middle of the afternoon there is one plane in front of you about ready to touch down. There are 3 lined up behind you. You intercept the glide slope, you throttle back to 150 knots, instruct the F/O for gear down and flaps to 10 degrees and start down. The autopilot slaved to the flight director is flying the approach. Your airspeed retards to 140 knots. As you start your descent the plane starts to roll quickly to the right to almost 90 degrees kicking off the autopilot. What do you suppose happened?

If you don't get this right it's ok, it's a learning tool. You're here to learn from Wahoo's mistakes.

Richie154 · 12-03-2005, 09:30 PM

Question regarding getting stuck in the middle of thunderstorms...would landing as soon as practical be a good option?

And my answer to the ATR question:

I suppose your right wing anti-ice gear had some sort of failure.

FedEx AirMaster · 12-03-2005, 10:02 PM

My turn now.

Aircraft is an Airbus A340.600 at LAX to depart for LHR

Decode the following:

ROUTE RT1 COST INDEX 140
LAX.LOOP4.DAG.J100.LAS.J146.HBU.J10.FQF..YANKI.J11 4.GEP..YXZ..YTS.
J544.NM..BROME..HO..PORGY..58N050W..59N04 0W..58N030W..57N020W.
.PIKILNIBOG.UN551.BEL.UL10.HON.BNN3A.LHR
LAX/0330/LAS/0350/HO/0370/

GROUND DIST 4934 AV W/C P037 MAX W/SHEAR OF O5 AT HO
COLDEST TEMP M064 AT 59N040W

GOOD LUCK GUYS!!!:p

Captain Wahoo · 12-04-2005, 08:05 PM

That's a tough one punk. That must be a dispatch release...LAX to DAG VOR? Jet route J100 to Las Vegas Jet146 HBU VOR Jet route 10 FQF VOR to YANKI intersection then Jet 114 to GEP VOR direct YXZ VOR direct YTS VOR Jet 544 then the rest must be GPS coordinates I don't after that I never flew international.

LAX to LAS FL 330 LAS to HO FL350 after HO FL370

4934 Nautical miles maximum wind shear 50 knots at HO coldest temp minus 64 C at 59 north 040 west.

Wow that was tough, it's probably wrong too. I only domestic shtuff.

Let's see what Kardar has to say about my scenario then I'll give you the answer. D' you wanna take a stab at my question?

Richie, have you ever landed in the midst of a level 4 thunderstorm?

12-03-2005, 03:32 PM	#32
Captain Wahoo Operations Director Join Date: Mar 2002 Location: Marquette, MI 49855 Age: 46 Posts: 8,765	Ok Darren answer my question before something bad happens to your plane as you're nearing the red blob on your radar screen. __________________ If you love something let it go, if it doesn't come back, track it down and kill it.

12-03-2005, 03:34 PM	#33
FedEx AirMaster W900 Senior Member Join Date: Nov 2001 Location: LosAngeles, California. Age: 28 Posts: 1,522	HAHA!! Good luck D! Buy the way, what is Kardar? __________________ B'zzle Malizzle is my bizzle frizzle fo shizzle!

12-03-2005, 03:38 PM	#36
Captain Wahoo Operations Director Join Date: Mar 2002 Location: Marquette, MI 49855 Age: 46 Posts: 8,765	Karen and Darren? __________________ If you love something let it go, if it doesn't come back, track it down and kill it.

12-03-2005, 05:27 PM	#41
Captain Wahoo Operations Director Join Date: Mar 2002 Location: Marquette, MI 49855 Age: 46 Posts: 8,765	Here's what I did. I was on an IFR plan as all of our flights have to be. I was at 7000' flying GPS direct the West Bend VOR. I was between Green Bay and Manitowoc, WI all by myself in a C208 with my radar looking like a painting with lots of red and yellow and NO GREEN! I slowed down to about 120 knots which is 20 slower than we cruise at. Turned up all the lights in my cockpit, asked GRB appr what things were looking like in front of me. They had limited weather capability as most ATC facilities do. They gave me headings for the smallest cells. Which soon were closing. I started to see lightning all around me. My hands were shaky and palms sweaty. My heart racing. I did pray. Alot. I even hear thunder a few times which is real unusual in a loud cockpit. I also held a level flight attitude not heading and altitude. Best thing to do is turn off your autopilot if equipped, slow down, keep the plane right side up and see if ATC can help you at all with vectors or headings. Chances are you won't be able to keep altitude or heading. My throttle was at idle and I was climbing at Vmo at almost 1000 FPM. Then I would be descending at T/O power near stall speed. I was rolling at almost 90 degrees either side. Luckily it only lasted about 10 miles, then it was moderate turbulence and heavy rain for about 10 miles, then clear. __________________ If you love something let it go, if it doesn't come back, track it down and kill it.

12-03-2005, 05:38 PM	#42
Captain Wahoo Operations Director Join Date: Mar 2002 Location: Marquette, MI 49855 Age: 46 Posts: 8,765	You're on final approach into ORD 27 right, 170 knots to the marker, you're captain of an ATR 72 with an F/O, 2 flight attendants and 64 passengers. It is a winter day with moderate icing in clouds, ORD is reporting winds calm, it is 500 over with 1 mile snow & fog, temp -10 C altimeter 29.59. It is the middle of the afternoon there is one plane in front of you about ready to touch down. There are 3 lined up behind you. You intercept the glide slope, you throttle back to 150 knots, instruct the F/O for gear down and flaps to 10 degrees and start down. The autopilot slaved to the flight director is flying the approach. Your airspeed retards to 140 knots. As you start your descent the plane starts to roll quickly to the right to almost 90 degrees kicking off the autopilot. What do you suppose happened? If you don't get this right it's ok, it's a learning tool. You're here to learn from Wahoo's mistakes. __________________ If you love something let it go, if it doesn't come back, track it down and kill it.

12-03-2005, 03:30 PM	#31
kardar757 ATP Captain Join Date: Jun 2005 Location: Enfield, Ct Age: 40 Posts: 2,207	Good job captain... I can see it's not gonna be easy "stumping the wahoo"

12-03-2005, 03:37 PM	#35
kardar757 ATP Captain Join Date: Jun 2005 Location: Enfield, Ct Age: 40 Posts: 2,207	Kar- My daughters name is kara Dar- My name is darren I had to think of something with her name in it

12-03-2005, 03:47 PM	#38
kardar757 ATP Captain Join Date: Jun 2005 Location: Enfield, Ct Age: 40 Posts: 2,207	Ok here goes... i would say about 20-30 nautical miles, especially if its cumulonimbus, since they are the most turbulent of all clouds, and have gusty winds created from the shear zone, that can extend out from the center of the storm for miles

12-03-2005, 04:22 PM	#40
kardar757 ATP Captain Join Date: Jun 2005 Location: Enfield, Ct Age: 40 Posts: 2,207	Hmmm...good question 1st...the safety of all aboard...I would instruct my crew and passengers to their seats and to fasten their seat belts, and alert them to possible turbulence ahead 2nd...I'm assuming I am operating IFR (especially since i have passengers and crew with me), so I would contact the appropriate ATC (ARTCC, TRACON or FSS), advise them of my situation, and ask for an updated forecast and request a re-direct out of harm's way. 3rd...i would do like the Wahoo did, and pick a hole to fly thru...and pray a lot Does that sound about right, what would you do captain?

12-03-2005, 09:30 PM	#43
Richie154 ATP Captain Join Date: Jul 2002 Location: San Jose (SJC/KSJC) Age: 26 Posts: 2,756	Question regarding getting stuck in the middle of thunderstorms...would landing as soon as practical be a good option? And my answer to the ATR question: I suppose your right wing anti-ice gear had some sort of failure. __________________ Private Pilot: 10/20/2005 N53614 C-172S Multi Engine: 05/09/2008 N3060K PA-44-180 Instrument: 06/20/2008 N3060K PA-44-180 Commercial Multi: 08/04/08 N21161 PA-44-180 Commercial Single: 08/18/08 N6802H C-172M

12-03-2005, 10:02 PM	#44
FedEx AirMaster W900 Senior Member Join Date: Nov 2001 Location: LosAngeles, California. Age: 28 Posts: 1,522	My turn now. Aircraft is an Airbus A340.600 at LAX to depart for LHR Decode the following: ROUTE RT1 COST INDEX 140 LAX.LOOP4.DAG.J100.LAS.J146.HBU.J10.FQF..YANKI.J11 4.GEP..YXZ..YTS. J544.NM..BROME..HO..PORGY..58N050W..59N04 0W..58N030W..57N020W. .PIKILNIBOG.UN551.BEL.UL10.HON.BNN3A.LHR LAX/0330/LAS/0350/HO/0370/ GROUND DIST 4934 AV W/C P037 MAX W/SHEAR OF O5 AT HO COLDEST TEMP M064 AT 59N040W GOOD LUCK GUYS!!!:p __________________ B'zzle Malizzle is my bizzle frizzle fo shizzle!

12-04-2005, 08:05 PM	#45
Captain Wahoo Operations Director Join Date: Mar 2002 Location: Marquette, MI 49855 Age: 46 Posts: 8,765	That's a tough one punk. That must be a dispatch release...LAX to DAG VOR? Jet route J100 to Las Vegas Jet146 HBU VOR Jet route 10 FQF VOR to YANKI intersection then Jet 114 to GEP VOR direct YXZ VOR direct YTS VOR Jet 544 then the rest must be GPS coordinates I don't after that I never flew international. LAX to LAS FL 330 LAS to HO FL350 after HO FL370 4934 Nautical miles maximum wind shear 50 knots at HO coldest temp minus 64 C at 59 north 040 west. Wow that was tough, it's probably wrong too. I only domestic shtuff. Let's see what Kardar has to say about my scenario then I'll give you the answer. D' you wanna take a stab at my question? Richie, have you ever landed in the midst of a level 4 thunderstorm? __________________ If you love something let it go, if it doesn't come back, track it down and kill it.

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