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+ Afraa: EU Blacklist Protecting Air France July 20, 2011
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The Hidden CRJ200 Altimeter and Airspeed Indicator

Posted by Jeffrey on June 20th, 2011

Today's blog post was written by a fellow pilot, Pat Flannigan, who is
a professional airline pilot, aviation blogger, and certified flight
instructor (CFI). Pat has many years of flying experience in his log
book and writes the blog, AviationChatter. You really need to
check it out.

Well the other day he asked if I would be willing to post an article he
wrote on "The Hidden CRJ200 Altimeter and Airspeed Indicator." It is a
relevant article enlight of Air France 447 accident.

So here is Pat's article. I hope you enjoy it!

_________________________

The Hidden CRJ200 Altimeter and Airspeed Indicators

by Pat Flannigan (AviationChatter

CRJ200 - Cabin Pressure Panel- All the speculation over Air
France 447 and the probable pitot-static failure presents an
interesting scenario. Suppose you have lost all pitot-static systems in
the CRJ: you have no airspeed and no altitude indications. To make
matters worse, the weather is standard simulator conditions: IMC down
to minimums anywhere you go. The question is, how do you safely descend
and land? In the CRJ, there is a way -- albeit a bit unorthodox.

In this scenario, the first challenge to aircraft control comes with
speed management - the very thing that may have brought down Air France
447. We can initially fly pitch and power, which ought to give a
reasonable margin of safety. But there is another speed indication. The
GPS on the CRJ provides groundspeed information, which isn't terribly
accurate but does provide a good ballpark figure for indicated
airspeed.

Of course, we have to keep in mind the two dominant factors
contributing to the difference between groundspeed and indicated
airspeed: wind and altitude. Recall that groundspeed is true airspeed
+/- tailwind/headwind component, and that true airspeed increases with
altitude. As we descend, the groundspeed indication becomes
increasingly accurate. And if the wind speed is known, we can even
estimate our actual indicated airspeed with great precision - though I
would suggest applying a generous margin of safety.

With airspeed under control, we need to determine our altitude. Believe
it or not, the CRJ-200 does not indicate GPS altitude to the pilots,
and ATC can't help because the transponder simply broadcasts altitude
from the busted left or right altimeters. The radar altimeter ought to
work well, but only indicates height above terrain from 2,500 feet on
down. But there is a hidden altimeter - and it's staring you right in
the face.

The CRJ features an overly complicated sounding unit called the cabin
pressure acquisition module (CPAM), which is a fancy altimeter in the
cabin. It provides some much needed information on EFIS Display 2 -
particularly the cabin altitude and cabin pressure differential.

CRJ200 - Cabin Pressure Panel w CPAM- If the airplane were
completely depressurized (with a cabin pressure differential of 0
(zero)), cabin altitude would equal pressure altitude. We have a
working altimeter again! Of course, we have no idea how high we are,
and it would be a bad thing to pop the EMER DEPRESS switchlight and
blow up your passenger's eardrums for no good reason.

I would suggest switching the cabin pressure controller (CPC) to
manual, spinning the rate knob to minimum and manually climbing the
cabin to a cabin altitude of about 10,000 feet or 0 (zero) delta p,
whichever is first.

If you hit 0 (zero) delta p, then you can press the EMER DEPRESS
without fear, using the cabin altitude readout as a makeshift
altimeter. If not, then simply begin a controlled descent while
manually climbing the cabin towards 0 differential.

To be extra safe on the approach, make sure you get an ILS to the
longest runway and land with plenty of speed to spare - watching for
abnormal pitch and power settings for the approach.

As with any "outside the box" aviating, use these procedures at your
own risk. You certainly won't find this in any company manuals or in
the Bombardier QRH. Share your thoughts or alternate solutions to this
scenario in the comments below.

_________________________

So, you see, there is a reason why you learn all that stuff in ground
school for your private pilot certificate and your commercial
certificate and your instrument rating. Without a thorough foundation,
this article might as well be written in another language.

To Your Flying Success,

Jeffrey

Tags: Airplanes, Airspeed Indicator, Altimeter, Aviation, Cabin
Pressure Controller, Canandair Regional Jet, CPAM, CRJ, CRJ200,
Regional Jets
Posted in Airplanes, Aviation, Captain Insights, CRJ200, Flight
Training, Flying the Line, Professional Pilot | No Comments ť

Practicing Emergencies In An Airplane

Posted by Jeffrey on May 24th, 2011

Handling Airplane In-Flight Emergencies- Unless you are in some
sort of flight training, there is really not much to do in between
landing and takeoffs. If you are going through flight training, then
from the moment you show up till the time you leave, you are probably
busy learning something.

But once you get all your pilot certificates and pilot ratings though,
it's time to FINALLY enjoy flying.

As a professional pilot though, I find that from the time I arrive at
the airplane till we get above 10,000 feet I've got a lot to do. After
that everything slows down...a bit. Then, when I'm 30 minutes out from
a destination, things start to get busy again and my brain goes on high
alert.

In between these two events though, unless I'm dealing with weather,
turbulence, or other nuisances, there is not much to do except to
monitor your route, answer radio calls, and monitor the airplanes
instruments.

So what can you do that will really pay you back when the time comes?

Review your emergency procedures.

OK, yeah, it's not the most fun thing to do but then we don't plan for
emergencies and when they happen, unless you have been practicing, you
may find that you are not performing as well as you should.

Here are two recommendations:

1. When everything is stabilized and you are at cruise, pull out your
emergency procedures and see if you can remember your "memory items"
and see if you can perform the steps listed in your emergency
procedures.

2. Right before takeoff, take a moment to visualize what you would do
if you had a engine failure at V1 or a blown tire. What if an animal
darts onto the runway or you hit some birds. What about wind shear?
What would you do? What actions would you take? What would you do if
you had a engine failure or other emergency right after rotation. Read
the rest of this entry ť

Tags: Airplane, Airplane Emergency, Aviation, Flying, Pilot, Practicing
Emergencies
Posted in Airplanes, Aviation, Captain Insights, CRJ200, Flight
Training, Flying Career, Flying the Line, Professional Pilot | 1
Comment ť

Landing Airplanes: The Holy Grail of Flying

Posted by Jeffrey on May 1st, 2011

Airplane Landing- A whole flight, no matter how perfect it is,
seems to always comes down to whether is was a nice, smooth landing or
a jumbled mess.

And it seems that pilots, for better or worse, seem more concerned
about the landing than anything else. You could say that landing an
airplane is the holy grail of flying because a good landing is what we
strive for most. To sip from the cup of a sweet landing.

My view of a perfect landing for most general aviation aircraft and jet
airplanes is one where the aircraft touches down smoothly on the center
line at just above stall speed (general aviation) with the yoke nearly
full aft or on center line at Vref within the first 3000 feet of the
runway threshold (jet), respectively.

In a general aviation airplane, the pilot then holds the nose wheel off
as long as possible, applies crosswind correction, and smoothly lowers
the nose as elevator effectiveness is lost.

In a jet, upon touchdown, you smoothly lower the nose wheel, apply
thrust reversers, input crosswind control and slow until you can safely
make one of the high-speed exits.

Sounds easy, doesn't it? And for the most part it is. But to do it
consistently is the challenge.

We have all heard the saying that it is possible to make a bad landing
from a good approach--which I do, often-- but it is almost impossible
to make a good landing from a bad approach. If you don't make a
stabilized approach, chances are you aren't going to make a good
landing.

Read the rest of this entry ť

Tags: Airplanes, Approaches, Aviation, Flying, Landing Airplanes,
Touchdown
Posted in Airplanes, Aviation, Captain Insights, Crew Gear, CRJ200,
Flight Training, Flying Career, Flying the Line, Professional Pilot,
Regional Airlines | No Comments ť

Are You a Great Airline Pilot...or Just Average?

Posted by Jeffrey on April 20th, 2011

CRJ200 - Panel- The other day I was watching TV that was
exploring what made some athletes great! Imagine being one of the
world's top athletes. I mean the "top!" You are truly gifted and
currently operating at your very best. And then realizing that because
you are the best, you are actually holding yourself back both
personally and professionally from your true potential. Sounds kinda
strange, doesn't it? You are the best but you still holding yourself
back.

There is an author, Malcolm Gladwell, who asked a group of panelist at
the 2011 Sloan Sports Analytics Conference to consider this exact
dilemma.

His goal was to guide a discussion that focused on the value of pure
natural talent versus work ethic and the ability to accept coaching and
instructions.

You see this all the time in the sport's world. Great individual talent
but poor judgement hence a short, uneventful, even embarrassing career.
It happens to a lot of athletes. Think of all the No. 1 draft picks
that disappeared into obscurity never to be heard from again.

Now think about how this might apply to your airline and flying career.
You might be thinking, how does this apply to me? I'm not an elite
athlete, I'm just a pilot.

So here is a question: Have some things come so easy for you that you
took them for granted and never pushed yourself further?

I'm guilty of it.

Also, consider the huge number of obstacles a wannabe pilot has to
overcome. Read the rest of this entry ť

Tags: Airline Careers, airlines, Aviation, Flying, Pilot, Professional
Flying, Professional Pilot
Posted in Airplanes, Aviation, Captain Insights, Crew Gear, Flight
Training, Flying Career, Flying the Line, Making Money While Flying,
Professional Pilot, Regional Airlines | 1 Comment ť

Airline Interview - Part 4 of 5 - Know The Company

Posted by Jeffrey on March 23rd, 2011

Flightdeck Consulting for Pilots- Over the last couple weeks,
Jason, from FlightDeck Consulting, has been giving out some GREAT
information on how to prepare for your upcoming airline interview.

If you would like to catch up on what has been covered so far, here are
the links to those articles:
* Airline Interview Series by Flightdeck Consulting - Part 1 of 5
* Airline Interview - Part 2 of 5 - Structuring Your Answers
* Airline Interview - Part 3 of 5 - The Big Airline Interview Secret

In this article, Jason covers something that is just as important as
having the hours and skills to be an airline pilot and that is to know
the airline company you are applying to and know how to tell that human
resource rep that they have the best airline in the industry and that
you REALLY want to work for them.

You see, if you don't think that an airline interview is a "game," then
you are missing a big part of a picture. You have to be "over
ready" for the interview when you walk into the interview leaving no
area of the airline industry unexplored. You have essentially be
an actor, have industry knowledge, and you have to know how to
interview. You need to look better, answer questions better, and be a
better prepared pilot than the pilot next to you. Being ready IS part
of the "game." Those that don't get the job go home.

So read carefully what Jason has to say and work it into your airline
interview skills.

Read the rest of this entry ť

Tags: Airline Interview Tips, Airline Jobs, Airplanes, Aviation,
Flying, Interview
Posted in Airplanes, Aviation, Captain Insights, Crew Gear, Flight
Training, Flying Career, Flying the Line, Professional Pilot, Regional
Airlines | 2 Comments ť

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