Wahoo pilots quiz time! - Page 4

FedEx AirMaster · 12-04-2005, 09:30 PM

I will give the answer after Kardar takes a shot. Captian you are 96% Correct!!

Richie154 · 12-04-2005, 11:32 PM

Quote:

Originally Posted by Captain Wahoo

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

Nope, not sure if I've ever been anywhere near a level 4 TS--in the air or on the ground.

We don't get cool storms in California.

kardar757 · 12-04-2005, 11:58 PM

Wassup guys...sorry for the delay, I had a hell of a busy day today

Anyway...

Captain...I am thinking due to the conditions that there was severe ice build up on one of the wings, and that the de-icing boots were not sufficiently keeping up with the ice. Eventually the ice would get so thick disrupting airflow to that wing and causing the wing to stall. I would say the auto-pilot disengaged once the roll force became to great

Juneau_Flyer_18 · 12-05-2005, 12:17 AM

Some of those questions made me feel stupid... like the METAR one. Lol...hopefully i will know a lot Sooner or later. Lol

Richie154 · 12-05-2005, 12:33 AM

Quote:

METAR KBDL 122150Z 08020G38KT 1/2SM R33/2400FT
+TSRA SCT008 OVC012CB 20/18 A2995 RMK TSB24RAB24 SLP134

BDL, 12th day of the year, 2150 Zulu time. Wind 080 deg. at 20kt, gusting 38kt, vis. 1/2 Statute mile, Rwy. 33 vis. 2400', Heavy rain and thunderstorms, scattered clouds 800', overcast 1200 Cumulonimbus clouds, temp. 20 C/dewpt. 18 C Altimiter 29.95. RemarkL Thunderstorms and rain began at 24 minutes past the hour, sea level pressure 13.40 millibars.

METARs are fun!

Juneau_Flyer_18 · 12-05-2005, 12:57 AM

Lol...I disagree....

Captain Wahoo · 12-05-2005, 01:01 AM

12th day of the year that's good!

Anyhow, I love the way you guys are thinking. Ok, here's a hint...the plane that just landed was a United DC-10. There are no lights indicating a pneumatic failure or any failure for that matter.

Landing in a T-storm can be devistating. Look at the Delta L1011 that crashed in DFW years ago. A smaller airplane such as a C208 can't handle the extreme conditions of a level 4. I landed the ATR in a level 2 and hit a downdraft as we were about ready to flare and then SLAM. It took us both by surprise and I said never again. As bad as it seems sometimes you just have to ride it out. Landing could put you in jeopardy.

Get a flying job in the upper midwest, that's where you really learn to fly. You could have a flight where you take-off, head into t-storms and end up in moderate icing at the end of the flight. That's why I think it's funny that they have flight schools for "professionals" in warm weather climates. You won't always fly in nice weather. Especially if you get a job flying.

Juneau_Flyer_18 · 12-05-2005, 01:15 AM

Hey Capt you ever fly ATR's into Abilene Texas. with American Eagle? or did they just fly ERJ's it Abilene. well anyways, I was wonder, cuz im from that area, and have flown on American Eagle up to Dallas many times. The Thunderstorms out there can get pretty bad.

kardar757 · 12-05-2005, 01:17 AM

Capt...did you see my answer above about the ATR question?

Did i get it right?

Captain Wahoo · 12-05-2005, 01:33 AM

Quote:

Originally Posted by kardar757

Capt...did you see my answer above about the ATR question?

Did i get it right?

Sorry my fine feathered friend. No.

But I like the way you's guys a tinkin. Look back a few posts for a hint that may sit you back in your seat and say "Oh Yeah!" while you're rolling your ATR back to the left.

No I never been to Abilene. I flew out of ORD. But I have been to Dallas, Houston, San Antonio and Corpus Christi

kardar757 · 12-05-2005, 10:22 AM

Hmmm...

The icy conditions threw me off a bit...I was thinking it had to do with the weather

Did you or your f/o hit the go-around button or trim wheel by accident...don't those disengage autopilot?

kardar757 · 12-05-2005, 10:25 AM

I got it now...what was I thinking

The DC-10 gave it away

You must have encountered the DC-10's wake turbulence

Captain...aren't you supposed to stay above the preceding heavies glide slope?

...Bad Bad Boy

Captain Wahoo · 12-05-2005, 09:25 PM

Quote:

Originally Posted by kardar757

I got it now...what was I thinking

The DC-10 gave it away

You must have encountered the DC-10's wake turbulence

Captain...aren't you supposed to stay above the preceding heavies glide slope?

...Bad Bad Boy

Wake turbulence is the answer. That day when I was going into ORD the DC10 in front of me intercepted the glide slope from above instead of below. Made for an interesting approach! I like the way you guys were thinking about the ice. That was good! If it was icing, the power would have to be bumped up because you'll lose airspeed even on the descent. Although the question sure was set up for a cool icing adventure wasn't it?

On a non precision approach when should you have a complex aircraft in a landing configuration?

kardar757 · 12-05-2005, 09:48 PM

Quote:

Originally Posted by Captain Wahoo

Wake turbulence is the answer. That day when I was going into ORD the DC10 in front of me intercepted the glide slope from above instead of below. Made for an interesting approach! I like the way you guys were thinking about the ice. That was good! If it was icing, the power would have to be bumped up because you'll lose airspeed even on the descent. Although the question sure was set up for a cool icing adventure wasn't it?

On a non precision approach when should you have a complex aircraft in a landing configuration?

After all procedure turns and when you are completely aligned and established on final approach

Captain Wahoo · 12-06-2005, 11:43 PM

Final approach fix inbound? Or procedure turn inbound? What will you be doing inside the FAF to the MAP?

12-04-2005, 09:30 PM	#46
FedEx AirMaster W900 Senior Member Join Date: Nov 2001 Location: LosAngeles, California. Age: 30 Posts: 1,521	I will give the answer after Kardar takes a shot. Captian you are 96% Correct!! __________________ B'zzle Malizzle is my bizzle frizzle fo shizzle!

12-05-2005, 12:17 AM	#49
Juneau_Flyer_18 Senior Captain Join Date: Apr 2005 Location: Juneau Alaska Age: 23 Posts: 1,512	Some of those questions made me feel stupid... like the METAR one. Lol...hopefully i will know a lot Sooner or later. Lol __________________ Steven Bates Juneau, Alaska

12-05-2005, 12:57 AM	#51
Juneau_Flyer_18 Senior Captain Join Date: Apr 2005 Location: Juneau Alaska Age: 23 Posts: 1,512	Lol...I disagree.... __________________ Steven Bates Juneau, Alaska

12-05-2005, 01:01 AM	#52
Captain Wahoo Operations Director Join Date: Mar 2002 Location: Marquette, MI 49855 Age: 48 Posts: 9,022	12th day of the year that's good! Anyhow, I love the way you guys are thinking. Ok, here's a hint...the plane that just landed was a United DC-10. There are no lights indicating a pneumatic failure or any failure for that matter. Landing in a T-storm can be devistating. Look at the Delta L1011 that crashed in DFW years ago. A smaller airplane such as a C208 can't handle the extreme conditions of a level 4. I landed the ATR in a level 2 and hit a downdraft as we were about ready to flare and then SLAM. It took us both by surprise and I said never again. As bad as it seems sometimes you just have to ride it out. Landing could put you in jeopardy. Get a flying job in the upper midwest, that's where you really learn to fly. You could have a flight where you take-off, head into t-storms and end up in moderate icing at the end of the flight. That's why I think it's funny that they have flight schools for "professionals" in warm weather climates. You won't always fly in nice weather. Especially if you get a job flying. __________________ If you love something let it go, if it doesn't come back, track it down and kill it.

12-05-2005, 01:15 AM	#53
Juneau_Flyer_18 Senior Captain Join Date: Apr 2005 Location: Juneau Alaska Age: 23 Posts: 1,512	Hey Capt you ever fly ATR's into Abilene Texas. with American Eagle? or did they just fly ERJ's it Abilene. well anyways, I was wonder, cuz im from that area, and have flown on American Eagle up to Dallas many times. The Thunderstorms out there can get pretty bad. __________________ Steven Bates Juneau, Alaska

12-04-2005, 11:58 PM	#48
kardar757 Southwest Airlines Join Date: Jun 2005 Location: Enfield, Ct Age: 41 Posts: 2,244	Wassup guys...sorry for the delay, I had a hell of a busy day today Anyway... Captain...I am thinking due to the conditions that there was severe ice build up on one of the wings, and that the de-icing boots were not sufficiently keeping up with the ice. Eventually the ice would get so thick disrupting airflow to that wing and causing the wing to stall. I would say the auto-pilot disengaged once the roll force became to great

12-05-2005, 01:17 AM	#54
kardar757 Southwest Airlines Join Date: Jun 2005 Location: Enfield, Ct Age: 41 Posts: 2,244	Capt...did you see my answer above about the ATR question? Did i get it right?

12-05-2005, 10:22 AM	#56
kardar757 Southwest Airlines Join Date: Jun 2005 Location: Enfield, Ct Age: 41 Posts: 2,244	Hmmm... The icy conditions threw me off a bit...I was thinking it had to do with the weather Did you or your f/o hit the go-around button or trim wheel by accident...don't those disengage autopilot?

12-05-2005, 10:25 AM	#57
kardar757 Southwest Airlines Join Date: Jun 2005 Location: Enfield, Ct Age: 41 Posts: 2,244	I got it now...what was I thinking The DC-10 gave it away You must have encountered the DC-10's wake turbulence Captain...aren't you supposed to stay above the preceding heavies glide slope? ...Bad Bad Boy Last edited by kardar757; 12-05-2005 at 10:31 AM.

12-06-2005, 11:43 PM	#60
Captain Wahoo Operations Director Join Date: Mar 2002 Location: Marquette, MI 49855 Age: 48 Posts: 9,022	Final approach fix inbound? Or procedure turn inbound? What will you be doing inside the FAF to the MAP? __________________ If you love something let it go, if it doesn't come back, track it down and kill it.

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